1999 Panoz LMP-1 Roadster S Hot Wheels 1:64 Lemans

From Wiki:

The Panoz LMP-1 Roadster-S (sometimes referred to as simply the Panoz LMP-1) was a Le Mans Prototype built for Panoz in 1999. The car was a successor to the Esperante GTR-1 which had competed in the Grand Tourer categories internationally. Following competition in the American Le Mans Series and at the 24 Hours of Le Mans until 2001, the car was replaced by the Panoz LMP07.

The LMP07 would however be abandoned by Panoz and so the LMP-1 Roadster-S was reworked into a new car known as the Panoz LMP01 Evo before being retired at the end of 2003. The LMP-1 Roadster-S and LMP01 Evo were notable amongst Le Mans prototypes in that their engines were located in front of the cockpit rather than the conventional midship configuration. This gave the cars a unique look compared to their competitors.

At the end of 1998, both the FIA GT Championship and United States Road Racing Championship eliminated the GT1 category that the Esperante GTR-1 had competed in since its introduction in 1997. This left the Esperante GTR-1s with nowhere to compete unless they were modified into a Le Mans Prototype, similar to what was done with some Porsche 911 GT1s. However, Panoz decided that an all-new car would be more competitive against the newcoming Audi and BMW prototypes in the American Le Mans Series, a new championship founded by Panoz.

Retaining Reynard Motorsport as a designer, the LMP-1 Roadster-S would retain many styling cues from the Esperante GTR-1, mostly due to the continued usage of the front-engine layout. Although other GT-based cars like the Esperante GTR-1 had used front-engine layouts, it was uncommon for a purpose-built prototype. However Panoz insisted that the LMP-1 Roadster-S would attempt to keep this layout.

From a design standpoint, the LMP-1 Roadster-S shares much with the Esperante GTR-1. Both cars have nearly identical front ends, with narrow fenders surrounding deep valleys with a rounded nose which housed the engine. A NACA duct would feed the air intake for the engine, while the deep valleys on the side that shrouded the front suspension would lead directly to the radiators which were situated in front of the cockpit. The sides of the car would be carved at various angles, giving an indented look in comparison to the fenders, assisting in allowing air to exit from various areas on the car. The cockpit situated behind the engine and just ahead of the rear axle would be small, with a single rollhoop immediately behind the driver with only the driver's side protection and rear headrest appearing from the mostly flat top of the car. The rear overhang would be short, leaving the rear wing struts actually attached to the rear diffuser behind the bodywork.

For a drivetrain, Panoz would retain the Élan Power Products 6L8 6.0 litre V8, although this engine would be branded as a Ford at times. X-Trac would provide the six-speed sequential gearbox.

1999 Tow Jam Hot Wheels 1:64

Wiki Fandom:

Tow Jam. Debut series: 1998 First Editions. Produced: 1998 - 2012. Designer: Nathan Proch.

Number:18841.

1999 Porsche 911 Carrera Hot Wheels 1/18

En 1999, completó la serie el 911 Carrera 4 con tracción total permanente. Estaba disponible como Coupé y como Cabriolet. Desde un punto de vista estético, la carrocería era idéntica a la del Carrera con tracción trasera.

Con inspiración en el 911 Carrera 4 Coupé, en el año 2000 se introdujo un modelo especial con motivo del comienzo del nuevo milenio. El modelo del milenio estaba limitado a 911 unidades y solo estaba disponible en el color especial Violet Cromaflair.

1999 Chrysler Howler Motormax 1:24

You’ve heard of the Plymouth Prowler – now meet the Howler, the Mopar factory hot rod and successor to the Prowler that never was…

The name’s double meaning is enough to make you cringe, but, if anything, it was more amicable to the car that bore it. The Chrysler Howler was the factory hot rod that the smallest of Detroit’s Big Three should have made instead of the Plymouth Prowler which was a missed opportunity if ever there was one. With its wild styling and perfect stance, the Prowler represented an incredibly bold statement from a mainstream manufacturer. Nevertheless, performance was anaemic thanks to it packing a decidedly ordinary 3.5-litre V6 rather than a snarling bent eight. It was allied to a four-speed automatic, too.

Quarter-mile times of 16 seconds didn’t exactly scream road scorcher, but then there was the small matter of practicality. Nobody ever bought a hot rod mistaking it for a station wagon, but here the lack of boot space – any kind of storage space – was laughable. There was none. Chrysler Corp’s answer was to offer a trailer… The Howler rectified all of these matters and more. However, to label it a Prowler redo is to underestimate the amount of work involved. While there is inevitably a bit of debate over the precise timeline, what is known for sure is that the Howler was dreamed up by Cliff Williams.

Nevertheless, the end product bore only a token resemblance to his initial renderings. Scroll back to the late Nineties and Christopher Schuttera was a young designer within DaimlerChrysler’s Advanced Packaging studio. The recent graduate was tasked with evolving Williams’ ideas. Matters took a turn thereafter when Jon Rundels became involved.

The Concept and Speciality Vehicle Executive was seeking ways to promote the Jeep PowerTech V8 and a hotted-up factory hot rod seemed just the ticket. A preproduction Prowler test mule served as a basis for the initial proof of concept, but then matters took further twists and turns. The definitive end product was essentially a Prowler pick-up, but the new rear bodywork was beautifully integrated into the Tom Galepenned original. Distinct from the car that bore it, the Howler had a lift-off hardtop rather than a convertible hood. In order to free up cargo space in the bed, the Prowler’s bulky transaxle was replaced with a regular rear differential. This also freed up room for a larger petrol tank, which was just as well given that power came from a 4.7-litre V8 allied to a five-speed manual ’box.

Unveiled at the 1999 SEMA Show, the Howler became a media darling, but sadly there never was any talk of it making it into production. It was a runner, though, rather than just another exhibition ‘pushmobile’. When viewed in retrospect, there is one slightly nettlesome issue in that the stats don’t lie. The Howler may have sounded the part, but it was producing a rather middling 250bhp at 4000rpm. Nevertheless, this was accompanied by a useful 300ft-lb of torque at 3200rpm.

As for performance figures, your guess is as good as ours. We have yet to see any. The regular Prowler soldiered on until 2002, being given a power hike along the way. It wasn’t the car would-be customers wanted, but it served its purpose in making Chrysler Corp appear a bold, design-led firm.

It is easy to wonder what the takeup might have been had it produced the Howler instead. But it didn’t. Instead, it became just another show car forgotten by history.

1999 Terry Labonte #5 Hot Wheels Racing 1:24 NASCAR

 

Terrance Lee Labonte (born November 16, 1956) is an American former stock car driver who raced from 1978 to 2014 in the former NASCAR Winston Cup and Sprint Cup Series (now called the NASCAR Cup Series). A two-time Cup Series champion and 1989 IROC champion, he is the older brother of 2000 Cup Series champion Bobby Labonte, and the father of former Nationwide Series driver Justin Labonte. He also co-owns a Chevrolet dealership in Greensboro, North Carolina with Rick Hendrick. He appeared on the CBS series The Dukes of Hazzard in 1984, where he played an unnamed pit crew member.