In a world where the automobile is more than a conveyance, but as an expression of philosophy, few creations exemplify this union better than the De Tomaso Longchamp. This forgotten grand tourer—overshadowed by rivals —presents a curious case of obscurity. A machine whose character straddles cultures, blending grace with an unapologetic snarl of muscle car bravado. While it never gained the acclaim of its German competitors, it beckons those few who seek something more nuanced than fame—a grand tourer that stands apart precisely because it dares to be different.
Origins and Design
Alejandro de Tomaso, a man born into the privileged halls of Argentina’s aristocracy but driven by a racing driver’s hunger, founded his eponymous marque in 1959. By the time the 1972 Turin Motor Show came around, De Tomaso was already a figure of intrigue, a man who had long since transitioned from circuits to the road. He infused each car with the same controlled aggression that marked his racing career. The Longchamp, unveiled that year, carried forward this peculiar blend of high society and high speed.
Derived from the Deauville saloon, the Longchamp was, on paper, a conventional 2+2 coupé. Yet, there was nothing conventional about its design. Penned by Tom Tjaarda under the Ghia banner, gone were the sinuous lines of yore; in their place, a muscular angularity reigned supreme. The car's sharp edges were punctuated by a long, almost imperious bonnet, a clear sign that what lay beneath was no six-cylinder but a brutish American heart. The Ford-sourced 351-ci Cleveland V8 sat there like a defiant peasant, daring the refined sensibilities of Europe to question its right to exist. And yet, this contrast worked, even if the Longchamp’s aesthetic unsettled those who preferred their grand tourers with more curves than corners.
Power and Performance
The beauty of the Longchamp, if it could be said to reside anywhere, was in its engine. The 5.8-liter V8 was not the work of some artisan; it was industrial might, a product of Detroit's muscle car era, pushing out an impressive 330 horsepower in its earliest guise. This power enabled the car to reach speeds of nearly 150 mph, figures that positioned it in a class above the mere pretenders of its era. However, as the decade progressed and the stifling hand of emissions regulations tightened its grip, that power was curbed, dropping to 266 hp—a neutering, if you will, of the beast’s full glory.
The V8 remained a symbol of something deeper: a refusal to conform to the refined manners of its contemporaries. The Longchamp did not strive to be all things to all drivers; it demanded a certain understanding, a willingness to accept its brute strength alongside its less sophisticated aspects. With independent suspension and vented disc brakes on all four corners, it was a grand tourer that could deliver both speed and grace, but always with the unmistakable rumble of American iron.
Interior and Luxury
Step inside, and the Longchamp presented a curious mix of opulence and ordinariness. Leather seats, wood trim, and chrome touches suggested it was worthy of any aristocrat’s drive through the hills of Tuscany. But then your eye might catch the steering wheel, sourced from Ford’s parts bin, and you would be reminded of the compromises that were made.
Evolution and Variants
The Longchamp, like many De Tomaso creations, evolved slowly. By 1980, the Series 2 was introduced with minor updates, but it was the GTS variant that truly embodied the car’s potential. Flared fenders, wider wheels and tires gave it a more aggressive stance. The suspension was stiffened to match the additional grip. For those few lucky enough to experience it, the GTS was the ultimate expression of the Longchamp ethos—unabashedly muscular, yet still capable of refinement.
Even more exclusive was the Spyder variant, a convertible crafted by Carrozzeria Pavesi. With only 14 ever made, the Spyder added a wind-swept romance to the Longchamp's already unique character.
Legacy and Cult Status
The De Tomaso Longchamp never posed a serious threat to the established order of European grand tourers. Its numbers were always limited—just 409 were ever built—it was too much the outsider to truly take on the likes of Mercedes or Jaguar at the time. De Tomaso himself was distracted, his attention shifting towards Maserati and other ventures, leaving the Longchamp to carve out its own legacy.
The Longchamp was never intended for the masses. It is a relic of an era when cars were not homogenized into soulless appliances. It stands as a testament to the ambition of Alejandro de Tomaso, a man who dared to dream of a car that could combine the brute force of American muscle with the refinement of Italian craftsmanship.
In the end, the Longchamp is a car that refuses to be forgotten, if only because it represents something we so often lose in the relentless march of progress: individuality. It is a living reminder from a time when cars had personalities, flaws, and contradictions—a grand tourer not defined by perfection, but by character.
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