CoMod Carrera 124 Review of the Carrera Evo De Tomaso Pantera Gr. 5
(27263 and 27264)
Technical Specifications:
Weight (complete vehicle with magnets): 111
grams Weight (complete car without rear magnet): 108
grams Weight (complete car without magnets): 104
grams Weight (body): 34
gramsLength including spoiler: 145
mmWheelbase: 81
mmTrack width (front axle): 62
mmTrack width (rear axle): 62.5
mmOverview of color and country variants:
The De Tomaso Pantera is available exclusively in the analog lineup, initially in two color variants. Both are technically identical, feature front and rear lights, and can be retrofitted for digital operation.
The real-life model:
The Pantera is a well-known sports car from the prestigious Italian automaker De Tomaso; the road-going version was produced in several series from 1971 to 1993, spanning more than 20 years. Estimates of the total number of units produced range from 7,000 to 8,500. So it’s fair to say that the car was De Tomaso’s most successful model. As with other Italian small-series sports car manufacturers, De Tomaso also relied on a proven American-made V8 engine.
Unfortunately, very little information is available about the Group 5 race version. Apparently, only a single example was built; this car managed to qualify for 9th place on the starting grid at the 1979 Le Mans race but retired later in the race. The vehicle was subsequently converted into a Group C version and still exists in this form today: the De Tomaso Pantera Gr.
Appearance:
Given the limited number of photos of the prototype vehicle, it is difficult for me to evaluate how well the bodywork has been rendered. To my subjective eye, the front spoiler sits relatively high, though that appears to be true to the real-life model. The wing setup is moderate, yet the extremely wide and flat wedge-shaped body still creates a spectacular look. The driver’s compartment is flat and free of frills—more than sufficient for a slot car. However, it would have been better to omit the gearshift lever, as its position seems ergonomically questionable. The decals on both cars are flawless; the yellow-ochre-brown color scheme adds attractive accents to the starting grid, and the black-red-blue color variant is also highly visible on the track. The latter is quite obviously a fantasy design, though certain similarities to the Group 4 racing versions are noticeable.
Technology:
Just like the body, the chassis also impresses with its sheer width. Aside from that, it includes all the familiar elements and can be retrofitted with digital components. Installing the digital decoder is straightforward; there is plenty of space to securely route the cables and connectors. Worth mentioning is the guide keel return spring: while the DTM cars were equipped with significantly softer—and thus smoother-running—versions, the Pantera once again uses the older, stiffer version. Coincidence, oversight, or intentional? I don’t know, but I hope that in the future all vehicles will be equipped with the softer version. The wheels, which are roughly the same size as those on the Porsche 935 Moby Dick, thus fall into the “road roller” category. At first, I wasn’t convinced by the tire grip, mainly because the tires don’t make full contact with the road surface in their stock configuration. Grinding down the tires resulted in a significant improvement here.
Handling:
I conducted the test drive with my standard setup: rear magnet removed, center magnet set to the highest possible ground clearance. As expected, the De Tomaso offers very solid road holding with no risk of tipping, thanks in part to its relatively high weight. In tight corners, the handling is a bit hectic for my taste; the new DTM cars handle noticeably more smoothly and nimbly in those situations. Due to the car’s enormous width, shoulder strips are highly recommended, and I can definitely imagine driving on the narrow soft-plastic tracks of competing models being quite a challenge. All in all, the handling of the De Tomaso Pantera is comparable to that of the Porsche GT3 RSR, even though these cars don’t really look like they belong together.
Conclusion:
Following the Steinmetz Jumbo and the Chevrolet Dekon Monza, the De Tomaso Pantera is the third exotic car in the 1:32 fleet. Its performance matches its looks, and model builders and tuners will also find it a great starting point. For 2009, I’d like to see more color variations, perhaps in Alitalia or Martini liveries. I wouldn’t be opposed to unpainted bodies either. And since the car offers a lot of usable surface area for customization, it would also be well-suited for the 2010 Club Model.
CoModCarrera 124
(27263 and 27264)
Technical Specifications:
Weight (complete vehicle with magnets): 111
grams Weight (complete car without rear magnet): 108
grams Weight (complete car without magnets): 104
grams Weight (body): 34
gramsLength including spoiler: 145
mmWheelbase: 81
mmTrack width (front axle): 62
mmTrack width (rear axle): 62.5
mmOverview of color and country variants:
The De Tomaso Pantera is available exclusively in the analog lineup, initially in two color variants. Both are technically identical, feature front and rear lights, and can be retrofitted for digital operation.
The real-life model:
The Pantera is a well-known sports car from the prestigious Italian automaker De Tomaso; the road-going version was produced in several series from 1971 to 1993, spanning more than 20 years. Estimates of the total number of units produced range from 7,000 to 8,500. So it’s fair to say that the car was De Tomaso’s most successful model. As with other Italian small-series sports car manufacturers, De Tomaso also relied on a proven American-made V8 engine.
Unfortunately, very little information is available about the Group 5 race version. Apparently, only a single example was built; this car managed to qualify for 9th place on the starting grid at the 1979 Le Mans race but retired later in the race. The vehicle was subsequently converted into a Group C version and still exists in this form today: the De Tomaso Pantera Gr.
Appearance:
Given the limited number of photos of the prototype vehicle, it is difficult for me to evaluate how well the bodywork has been rendered. To my subjective eye, the front spoiler sits relatively high, though that appears to be true to the real-life model. The wing setup is moderate, yet the extremely wide and flat wedge-shaped body still creates a spectacular look. The driver’s compartment is flat and free of frills—more than sufficient for a slot car. However, it would have been better to omit the gearshift lever, as its position seems ergonomically questionable. The decals on both cars are flawless; the yellow-ochre-brown color scheme adds attractive accents to the starting grid, and the black-red-blue color variant is also highly visible on the track. The latter is quite obviously a fantasy design, though certain similarities to the Group 4 racing versions are noticeable.
Technology:
Just like the body, the chassis also impresses with its sheer width. Aside from that, it includes all the familiar elements and can be retrofitted with digital components. Installing the digital decoder is straightforward; there is plenty of space to securely route the cables and connectors. Worth mentioning is the guide keel return spring: while the DTM cars were equipped with significantly softer—and thus smoother-running—versions, the Pantera once again uses the older, stiffer version. Coincidence, oversight, or intentional? I don’t know, but I hope that in the future all vehicles will be equipped with the softer version. The wheels, which are roughly the same size as those on the Porsche 935 Moby Dick, thus fall into the “road roller” category. At first, I wasn’t convinced by the tire grip, mainly because the tires don’t make full contact with the road surface in their stock configuration. Grinding down the tires resulted in a significant improvement here.
Handling:
I conducted the test drive with my standard setup: rear magnet removed, center magnet set to the highest possible ground clearance. As expected, the De Tomaso offers very solid road holding with no risk of tipping, thanks in part to its relatively high weight. In tight corners, the handling is a bit hectic for my taste; the new DTM cars handle noticeably more smoothly and nimbly in those situations. Due to the car’s enormous width, shoulder strips are highly recommended, and I can definitely imagine driving on the narrow soft-plastic tracks of competing models being quite a challenge. All in all, the handling of the De Tomaso Pantera is comparable to that of the Porsche GT3 RSR, even though these cars don’t really look like they belong together.
Conclusion:
Following the Steinmetz Jumbo and the Chevrolet Dekon Monza, the De Tomaso Pantera is the third exotic car in the 1:32 fleet. Its performance matches its looks, and model builders and tuners will also find it a great starting point. For 2009, I’d like to see more color variations, perhaps in Alitalia or Martini liveries. I wouldn’t be opposed to unpainted bodies either. And since the car offers a lot of usable surface area for customization, it would also be well-suited for the 2010 Club Model.
CoMod
