'55 Chevy 3100 Panel Truck - Hot Wheels Garage

A panel truck in U.S. and Canadian usage is a small delivery truck with a fully enclosed body. It typically has no rear windows in the rear cargo area and is a van built on a truck chassis.

A body design that appeared very early in history of light-duty trucking was the "delivery car or van was actually the first type of panel truck." A panel truck is similar in function to its smaller cousin the sedan delivery, a station wagon with no backseat and no side windows aft of the front doors. Both types of vehicles are frequently used as delivery vehicles.

Panel trucks are often used by construction and maintenance contractors and were sometimes configured for ambulance and hearse roles. Other variations include canopy express models, which have open display areas behind the driver's seat primarily used by farmers for selling fruits and vegetables. The evolution of sport utility vehicles can be traced to panel trucks, as the Chevrolet Suburban and GMC Yukon, as well as the International Harvester Travelall were passenger versions of these trucks. In modern times minivans have been adapted to some of these functions.

The 2001 to 2010 model year Chrysler PT Cruiser is a compact hatchback wagon whose "design that is reminiscent of panel trucks of the past." The 2007 to 2011 Chevrolet HHR panel model was inspired by the Chevrolet Suburban panel truck, although the HHR is also a compact crossover utility vehicle instead of a full-size truck like the Suburban.

Panel trucks were traditionally purchased by commercial users with specific needs, for which a full-size truck was too large, a station wagon too small and a pickup truck too exposed. Most panel trucks lived hard lives, driven until the cost of repair could no longer be justified before being hauled off to the local scrapyard. This 1955 Chevrolet 3100 panel truck for sale on Hemmings.com is the exception to the rule. Used to haul turkeys between buildings on a turkey farm, this mostly original truck sports the 235.5-cu.in. inline six-cylinder engine mated to a three-speed column-shift manual transmission. It isn’t clear if the truck’s 34,463 miles are legitimate, or if the odometer has been rolled, but it appears to be remarkably well preserved for a vintage truck with a 20-year old “minor restoration.” It even comes complete with turkey cages, turkey decoys and other in-period memorabilia, meaning that the next owner can kick off a collection that includes more than just a vintage truck.

'57 Chevy Bel Air (Hot Wheels garage series)

The Chevrolet Bel Air was a full-size automobile that was produced by Chevrolet for the 1950–1981 model years. Initially only the two door hardtops in the Chevrolet model range were designated with the Bel Air name from 1950 to 1952, as distinct from the Styleline and Fleetline models for the remainder of the range. With the 1953 model year the Bel Air name was changed from a designation for a unique body shape to a premium level of trim applied across a number of body styles. The Bel Air continued with various other trim level designations until US production ceased in 1975, production continued in Canada for its home market only through the 1981 model year.

In 1957 engine displacement grew to 283 cu in (4,640 cc) with the "Super Turbo Fire V8" option producing 283 hp (211 kW) with the help of continuous (closed loop) mechanical fuel injection. These so-called "fuelie" cars are quite rare, since most Bel Airs were fitted with carburetion. The 1957 Bel Air is among the most recognizable American cars of all time; well-maintained examples, especially Sport Coupes and Convertibles are highly sought after by collectors and enthusiasts. They are roomy, with tastefully restrained, period use tail fins and chrome. A second automatic transmission, Turboglide, was optional. While the original two-speed Powerglide continued unchanged, Turboglide provided a continuously variable gear ratio which made "shifting" imperceptible. The shift quadrant on Turboglide cars followed a "P R N D Gr" pattern.[14][15]

From 1955 to 1957, production of the two-door Nomad station wagon was assigned to the Bel Air series, although its body and trim were unique to that model. Prior to becoming a regular production model, the Nomad first appeared as a Corvette-based concept vehicle in 1954. Chevrolet has since unveiled two concept cars bearing the Nomad name, most recently in 1999. The 1955–1957 Chevrolets are commonly referred to as TriFives.

The 1955-1957s were made in right-hand drive and shipped from Oshawa, Canada, for local assembly in Australia (CKD), New Zealand (SKD), and South Africa. All three model years had a reversed version of the '55 LHD dashboard and did not get the LHD models' 1957 redesign.

'67 Shelby Mustang GT500

The photo of vehicle it is a Hot Wheels Garage model that was wheels donor.

The Shelby Mustang is a higher performance variant of the Ford Mustang which was built by Shelby from 1965 to 1968, and from 1969 to 1970 by Ford. Following the introduction of the fifth generation Ford Mustang, the Shelby nameplate was revived in 2007 for new high performance versions of the Mustang but this time designed and built by Ford at its assembly plants.

For 1967, the GT 350 carried over the K-Code high performance 289 with a 'COBRA' aluminum hi-rise. The GT 500 was added to the lineup, equipped with a Shelby installed 428 Police Interceptor engine with two four-barrel carburetors. These later cars carried over few of the performance modifications of the 1965–66 GT350s, although they did feature more cosmetic changes.

In September 1967, production was moved to the A.O. Smith Company of Ionia, Michigan, under Ford control.[13] Shelby American had substantially less involvement after this time.

One 1967 Fastback was built as the "Super Snake" - a GT-500 equipped with a 427 FE GT 40 racing engine producing 650 horsepower.[14] The car was capable of speeds over 150 mph; hitting 170 mph during a demonstration (by Shelby himself) of Goodyear's Thunderbolt tires.[15] No cars other than the prototype were built due to limited interest. The car sold at Mecum's 2013 Indianapolis auction for $1.3 million.

Custom '66 Pontiac GTO Wagon (Hot Wheels 2010 Garage series)

Custom '66 Pontiac GTO Wagon (Hot Wheels 2010 Garage series)

The GTO was the brainchild of Pontiac engineer Russell Gee, an engine specialist; Bill Collins, a chassis engineer; and Pontiac chief engineer John DeLorean. In early 1963, General Motors' management issued an edict banning divisions from involvement in auto racing. This followed the 1957 voluntary ban on automobile racing that was instituted by the Automobile Manufacturers Association.[4] By the early 1960s, Pontiac's advertising and marketing approach was heavily based on performance, and racing was an important component of that strategy. With GM's ban on factory-sponsored racing, Pontiac's young, visionary management turned its attention to emphasizing street performance.

In his autobiography Glory Days, Pontiac chief marketing manager Jim Wangers, who worked for the division’s contract advertising and public relations agency, states that John DeLorean, Bill Collins' and Russ Gee were responsible for the GTO's creation. It involved transforming the upcoming redesigned Tempest (which was set to revert to a conventional front-engine, front transmission, rear-wheel drive configuration) into a "Super Tempest" with the larger 389 cu in (6.4 L) Pontiac V8 engine from the full-sized Pontiac Catalina and Bonneville in place of the standard 326 cu in (5.3 L) Tempest V8. By promoting the big-engine Tempest as a special high-performance model, they could appeal to the speed-minded youth market (which had also been recognized by Ford Motor Company's Lee Iacocca, who was at that time preparing the sporty Ford Mustang variant of the second generation Ford Falcon compact).

The GTO was basically a violation of GM policy limiting the A-body intermediate line to a maximum engine displacement of 330 cu in (5.4 L). Since the GTO was an option package for the Pontiac Tempest and not standard equipment, it could be considered to fall into a loophole in the policy. Pontiac general manager Elliot "Pete" Estes approved the new model, although sales manager Frank Bridge, who did not believe it would find a market, insisted on limiting initial production to 5,000 cars.

The GTO became a separate Pontiac model (model number 242) in 1966, instead of being an "option package" on the Tempest LeMans. Pontiac's intermediate line was restyled, gaining more curvaceous styling with kicked-up rear fender lines for a "Coke-bottle" look, and a slightly "tunneled" backlight. The tail light featured a rare louvered cover, only seen on the GTO. Overall length grew only fractionally, to 206.4 in (5,243 mm), still on a 115 in (2,921 mm) wheelbase, while width expanded to 74.4 in (1,890 mm). Rear track increased one inch (2.5 cm). Overall weight remained about the same. The GTO was available as a pillared coupe, a hardtop (without B-pillars), and a convertible. Also an automotive industry first, plastic front grilles replaced the pot metal and aluminum versions seen on earlier years. New Strato bucket seats were introduced with higher and thinner seat backs and contoured cushions for added comfort and adjustable headrests were introduced as a new option.[8] The instrument panel was redesigned and more integrated than in previous years with the ignition switch moved from the far left of the dash to the right of the steering wheel. Four pod instruments continued, and the GTO's dash was highlighted by walnut veneer trim.

Engine and carburetor choices remained the same as the previous year, except the Tri Power option was discontinued mid-model year. A new engine was offered that saw few takers: the XS option consisted of a factory Ram Air set up with a new 744 high lift cam. Approximately 35 factory installed Ram Air packages are believed to have been built, though 300 dealership installed Ram Air packages are estimated to have been ordered. On paper, the package was said to produce the same 360 hp (270 kW) as the non-Ram Air, Tri Power car.[citation needed]

Sales increased to 96,946, the highest production figure for all GTO years. Although Pontiac had strenuously promoted the GTO in advertising as the "GTO tiger," it had become known in the youth market as the "goat."