Review by CoMod JoergW of the Carrera DIGITAL 124 Ferrari 250 GTO
(23714/23715)
1. Appearance:
The Ferrari 250 GTO, one of the first cars whose design was largely developed in a wind tunnel, dominated the GT3 class in racing and earned valuable points toward the Cavallino Rampante’s victories in the manufacturers’ championship from 1962 to 1964.
When news of the planned release of the Ferrari 250 GTO leaked out, I couldn’t believe it at first. One of my absolute favorite models is coming in exactly the right scale… And now it’s right in front of me… in two copies. Both models are flawlessly painted and captivate with their shape and numerous details. “Leather buckles” on the hood, air intakes, spoked rims… there’s really a lot to see on this model, and I still can’t get enough of it. Okay, enough gushing. Both vehicles are largely on par with display models, with only minor compromises regarding the rims.
2. Technology:
The vehicle is equipped with the well-known Exclusiv or D124 technology. True to scale, the vehicle is significantly narrower than, for example, the Hot Rods or the Corvette, but there is still enough space under the body and in the chassis for customization (for those who enjoy it). The cars cleared the turnouts better after I loosened the screw under the guide fin slightly. I usually don’t adjust anything and run the cars in their out-of-the-box condition for a while before tinkering with them. But no further work was needed on the GTO.
3. Workmanship:
Very solid and highly detailed. The only slight criticism regarding the rims is that material has accumulated in the spaces between the spokes—it hasn’t been fully cut through. Given these delicate spokes and the standard manufacturing processes, this probably can’t be completely avoided. Just pierce them with a needle or a toothpick—there aren’t that many.
4. Handling:
The prototypical tires provide grip even without magnets, but they allow the vehicle to drift extensively—which is a lot of fun and historically accurate for the model. For racing with multiple cars, the tuning tires or the center magnet are certainly suitable. As with most other cars, you should break in the edges of the tires—that is, sand them down at a slight angle. You’ll need to adjust your driving style to this narrow car; the GTO isn’t quite as easy to drive as the Corvette, but it’s certainly no less fun.
5. Miscellaneous:
I’m really curiousCarrera to see what else we’ll
get from [
brand] when it comes to GT cars from the early ’60s . At least for me, my appetite has already been whetted to the max.
CoMod
JoergW-----------------------------------------------------
-----------Review by CoModCarrera 124 on the Carrera DIGITAL 124
Ferrari 250 GTO
(23714/23715)—
One of the most expensive classic cars in the world…
First things first: for once, I won’t be writing anything about the original car in this review. For one thing, I’m not particularly interested in cars from the 1960s; for another, the Ferrari 250 GTO is one of the most famous and expensive classic cars of all time.
I’ll leave it up to each reader to judge the quality of the model for themselves; I think the pictures speak for themselves. Two things in particular caught my eye: first, the rims. In terms of design, they resemble those of the older Ferrari 250 GT SWB. The GTO’s wheels, however, feature an open-spoke design, which really enhances the model’s overall appearance.
Then there are the exhaust pipes: to me, they seem a bit too large on this model. However, I couldn’t find any suitable photos of the original vehicle that would have allowed for a reliable comparison. Therefore, this point remains, for now, my subjective assessment.
It is indisputable, however, that the racing version 23714 and the display version 23715 are very similar. Hopefully, the future will bring significantly different color variations. Fortunately, the real-life prototypes offer plenty of variety in this regard.
Let’s turn to the technical aspects: As seen in the photos, the vehicle has a relatively narrow track. The chassis features all the familiar elements: a separately removable transmission block, height-adjustable front and rear axles, and a swing arm. Surprisingly, the latter corresponds to the ones used in hot rods—that is, the narrower version. The digital circuit board, on the other hand, has the standard, nearly square dimensions.
I generally drive the 1/24-scale cars without magnets. So I removed them immediately and weighed the car before its first drive. The result: 200 grams! In absolute terms, that’s not insignificant. Within theDigital 124 vehicle lineup, however, the 250 GTO ranks near the top. Even the ’34 Hot Rod is about 10 grams heavier, not to mention the other vehicle types. These are solid specifications for racing.
The test drive then made me a little less indifferent to this type of vehicle than I had been before: the Ferrari is exceptionally lively, and as long as you don’t exceed the relatively small angle of the stabilizer fin, the handling remains good-natured. Tire grip is also very good, which is consistent with my previous experience: the narrower and thicker the tires, the more grip theCarrera
rubber compound used provides
. In terms of handling and lap times, the 250 GTO clearly outperforms both the Ferrari 330 P4 and the Ferrari 575 on my test track. The weight difference and the tires make this possible. Therefore Carrera
, the Porsche
6 and Ferrari 250 GT are more suitable opponents
—both of which can also be digitized.
One more note on magnetless mode: the GTO’s front end is relatively light. On my digital test track, I occasionally encountered a situation where the switch blade didn’t reset when changing lanes. This problem can be fixed by removing the compression spring from the front axle. This causes the front end to sit a bit more firmly on the track. When driving with magnets, however, this problem does not occur.
So what’s the bottom line?
Based on its appearance alone, this slot car will likely find quite a few buyers. In my own D124 collection, however, the GTO will likely be used purely as a race car or even as a “ghost car.”
CoModCarrera 124
(23714/23715)
1. Appearance:
The Ferrari 250 GTO, one of the first cars whose design was largely developed in a wind tunnel, dominated the GT3 class in racing and earned valuable points toward the Cavallino Rampante’s victories in the manufacturers’ championship from 1962 to 1964.
When news of the planned release of the Ferrari 250 GTO leaked out, I couldn’t believe it at first. One of my absolute favorite models is coming in exactly the right scale… And now it’s right in front of me… in two copies. Both models are flawlessly painted and captivate with their shape and numerous details. “Leather buckles” on the hood, air intakes, spoked rims… there’s really a lot to see on this model, and I still can’t get enough of it. Okay, enough gushing. Both vehicles are largely on par with display models, with only minor compromises regarding the rims.
2. Technology:
The vehicle is equipped with the well-known Exclusiv or D124 technology. True to scale, the vehicle is significantly narrower than, for example, the Hot Rods or the Corvette, but there is still enough space under the body and in the chassis for customization (for those who enjoy it). The cars cleared the turnouts better after I loosened the screw under the guide fin slightly. I usually don’t adjust anything and run the cars in their out-of-the-box condition for a while before tinkering with them. But no further work was needed on the GTO.
3. Workmanship:
Very solid and highly detailed. The only slight criticism regarding the rims is that material has accumulated in the spaces between the spokes—it hasn’t been fully cut through. Given these delicate spokes and the standard manufacturing processes, this probably can’t be completely avoided. Just pierce them with a needle or a toothpick—there aren’t that many.
4. Handling:
The prototypical tires provide grip even without magnets, but they allow the vehicle to drift extensively—which is a lot of fun and historically accurate for the model. For racing with multiple cars, the tuning tires or the center magnet are certainly suitable. As with most other cars, you should break in the edges of the tires—that is, sand them down at a slight angle. You’ll need to adjust your driving style to this narrow car; the GTO isn’t quite as easy to drive as the Corvette, but it’s certainly no less fun.
5. Miscellaneous:
I’m really curious
CoMod
JoergW-----------------------------------------------------
-----------Review by CoMod
(23714/23715)—
One of the most expensive classic cars in the world…
First things first: for once, I won’t be writing anything about the original car in this review. For one thing, I’m not particularly interested in cars from the 1960s; for another, the Ferrari 250 GTO is one of the most famous and expensive classic cars of all time.
I’ll leave it up to each reader to judge the quality of the model for themselves; I think the pictures speak for themselves. Two things in particular caught my eye: first, the rims. In terms of design, they resemble those of the older Ferrari 250 GT SWB. The GTO’s wheels, however, feature an open-spoke design, which really enhances the model’s overall appearance.
Then there are the exhaust pipes: to me, they seem a bit too large on this model. However, I couldn’t find any suitable photos of the original vehicle that would have allowed for a reliable comparison. Therefore, this point remains, for now, my subjective assessment.
It is indisputable, however, that the racing version 23714 and the display version 23715 are very similar. Hopefully, the future will bring significantly different color variations. Fortunately, the real-life prototypes offer plenty of variety in this regard.
Let’s turn to the technical aspects: As seen in the photos, the vehicle has a relatively narrow track. The chassis features all the familiar elements: a separately removable transmission block, height-adjustable front and rear axles, and a swing arm. Surprisingly, the latter corresponds to the ones used in hot rods—that is, the narrower version. The digital circuit board, on the other hand, has the standard, nearly square dimensions.
I generally drive the 1/24-scale cars without magnets. So I removed them immediately and weighed the car before its first drive. The result: 200 grams! In absolute terms, that’s not insignificant. Within the
The test drive then made me a little less indifferent to this type of vehicle than I had been before: the Ferrari is exceptionally lively, and as long as you don’t exceed the relatively small angle of the stabilizer fin, the handling remains good-natured. Tire grip is also very good, which is consistent with my previous experience: the narrower and thicker the tires, the more grip the
One more note on magnetless mode: the GTO’s front end is relatively light. On my digital test track, I occasionally encountered a situation where the switch blade didn’t reset when changing lanes. This problem can be fixed by removing the compression spring from the front axle. This causes the front end to sit a bit more firmly on the track. When driving with magnets, however, this problem does not occur.
So what’s the bottom line?
Based on its appearance alone, this slot car will likely find quite a few buyers. In my own D124 collection, however, the GTO will likely be used purely as a race car or even as a “ghost car.”
CoMod
