Review by CoMod Carrera 124 of Carrera the Evo De Tomaso Pantera Gr. 5
(27263 and 27264)
Technical Specifications:
Weight (complete vehicle with magnets): 111 grams
Weight (complete vehicle without rear magnet): 108 grams
Weight (complete vehicle without magnets): 104 grams
Weight (body): 34 grams
Length including spoiler: 145 mm
Wheelbase: 81 mm
Track width (front axle): 62 mm
Track width (rear axle): 62.5 mm
Overview 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 with digital components.
The real-life inspiration:
The Pantera is a well-known sports car from the prestigious Italian manufacturer De Tomaso; the road-going version was produced in several series over a period of more than 20 years, from 1971 to 1993. 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 relied on a proven American-made V8 engine.
Unfortunately, very little information is available about the Group 5 racing 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 during the race. The vehicle was subsequently converted into a Group C version and still exists in this form today: the De Tomaso Pantera Gr. C
Appearance:
Due to the limited number of photos of the real-life vehicle, it’s difficult for me to assess the visual design of the body. In my subjective opinion, the front spoiler sits relatively high, though this appears to be true to the original. The wing design is restrained, yet the extremely wide and flat wedge-shaped body still creates a spectacular look. The driver’s seat is flat and free of frills—more than sufficient for a slot car. However, the gearshift lever would have been better left out, as its position seems ergonomically questionable. The printing on both cars is 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 components and is compatible with digital upgrades. Installing the digital decoder is straightforward; there is ample space to securely route the cables and connectors. Worth mentioning is the rear suspension spring: while the DTM cars were equipped with significantly softer and thus smoother-running versions, the Pantera uses the older, stiffer version again. Coincidence, oversight, or intentional? I don’t know, but I hope that in the future all cars will be equipped with the softer version. The wheels, roughly the same size as those on the Porsche 935 Moby Dick, fall into the “road roller” category. At first, the tire grip didn’t convince me, mainly because the tires don’t make full contact with the road surface in their stock configuration. Grinding the tires down resulted in a significant improvement here.
Handling:
I conducted the test drive using my standard setup: rear magnet removed, center magnet set to maximum 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 too hectic for my taste; the new DTM cars handle noticeably more harmoniously and nimbly in those situations. Due to the car’s enormous width, curbs are highly recommended, and I can definitely imagine driving on the narrow soft-plastic tracks of the competitors 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 alike.
Conclusion:
Following the Steinmetz Jumbo and the Chevrolet Dekon Monza, the De Tomaso Pantera is the third exotic car in the 1:32 fleet. The driving performance matches the looks, and hobbyists and tuners will also find a good starting point here. For 2009, I’d like to see more color variants, perhaps in Alitalia or Martini liveries. I wouldn’t be opposed to bare 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 vehicle without rear magnet): 108 grams
Weight (complete vehicle without magnets): 104 grams
Weight (body): 34 grams
Length including spoiler: 145 mm
Wheelbase: 81 mm
Track width (front axle): 62 mm
Track width (rear axle): 62.5 mm
Overview 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 with digital components.
The real-life inspiration:
The Pantera is a well-known sports car from the prestigious Italian manufacturer De Tomaso; the road-going version was produced in several series over a period of more than 20 years, from 1971 to 1993. 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 relied on a proven American-made V8 engine.
Unfortunately, very little information is available about the Group 5 racing 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 during the race. The vehicle was subsequently converted into a Group C version and still exists in this form today: the De Tomaso Pantera Gr. C
Appearance:
Due to the limited number of photos of the real-life vehicle, it’s difficult for me to assess the visual design of the body. In my subjective opinion, the front spoiler sits relatively high, though this appears to be true to the original. The wing design is restrained, yet the extremely wide and flat wedge-shaped body still creates a spectacular look. The driver’s seat is flat and free of frills—more than sufficient for a slot car. However, the gearshift lever would have been better left out, as its position seems ergonomically questionable. The printing on both cars is 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 components and is compatible with digital upgrades. Installing the digital decoder is straightforward; there is ample space to securely route the cables and connectors. Worth mentioning is the rear suspension spring: while the DTM cars were equipped with significantly softer and thus smoother-running versions, the Pantera uses the older, stiffer version again. Coincidence, oversight, or intentional? I don’t know, but I hope that in the future all cars will be equipped with the softer version. The wheels, roughly the same size as those on the Porsche 935 Moby Dick, fall into the “road roller” category. At first, the tire grip didn’t convince me, mainly because the tires don’t make full contact with the road surface in their stock configuration. Grinding the tires down resulted in a significant improvement here.
Handling:
I conducted the test drive using my standard setup: rear magnet removed, center magnet set to maximum 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 too hectic for my taste; the new DTM cars handle noticeably more harmoniously and nimbly in those situations. Due to the car’s enormous width, curbs are highly recommended, and I can definitely imagine driving on the narrow soft-plastic tracks of the competitors 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 alike.
Conclusion:
Following the Steinmetz Jumbo and the Chevrolet Dekon Monza, the De Tomaso Pantera is the third exotic car in the 1:32 fleet. The driving performance matches the looks, and hobbyists and tuners will also find a good starting point here. For 2009, I’d like to see more color variants, perhaps in Alitalia or Martini liveries. I wouldn’t be opposed to bare 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
