Review by CoMod Mike... on the Carrera D124 Ford GT40 MkII Le Mans
(23735 and 23736)
Yeah, yeah...the first product illustrations don't really show the actual proportions, but what I fish out of the shipping box is a whole different world...
The first impression is immediately apparent: a beautiful, glossy finish to the paintwork, and the printing is flawless. Even DSC-experienced club members are envious of the excellent execution of this Le Mans classic!
There's nothing new to report on the technical side: the high-quality chassis is heavy, but that naturally results in a correspondingly solid roadholding, even if one could wish for a slightly lower weight! Due to the manufacturing method, the wide tires on plastic rims can't be compared to machined rims, but a light sanding of the rear tires results in excellent running characteristics on our wooden club track, as always! Sanding the wheels is recommended, as with any slot car, not just when driven without a magnet. Sanding is, of course, not necessary for fun with the GT40 on the Carrera track. However, as mentioned, it is recommended.
Compared to other D124 vehicles, the front axle sits nicely in the wheel arch. However, I still recommend removing the axle spring. Then lower the front end with the swing arm bolt to achieve better steering.
Switching to analog mode, however, revealed a drawback: not in terms of handling – drifting is very enjoyable – but the lighting is too dim compared to the other D124 models! This requires some tinkering. On a digital track, this isn't as noticeable due to the continuous light, which always operates at full voltage. Looking at the body and chassis, I see this lighting compromise is due to optimization within the vehicle. The body, with its large recesses, is thus manufactured in one piece (welded together) and doesn't require two additional parts to be bolted together, as is the case with the Ferrari P4. This simplifies assembly, but the light output of the side LEDs suffers!
Still, it's a beautiful vehicle with excellent handling (with sanded tires) on the wooden track. You can also crank up the voltage a bit and the car still remains stable!
For me this is definitely my newest favorite car in 1:24.
CoMod Mike...
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Review by CoMod JoergW on the Carrera D124 Ford GT40 MkII Le Mans
(23735 and 23736)
The legend of the Ford GT began in the early 1960s. Henry Ford II wanted to return to racing for marketing reasons and wanted to use the Ferrari company, which was experiencing considerable financial difficulties at the time. However, negotiations with the stubborn Enzo Ferrari failed due to the latter's desire for clear dominance in this joint project, with the Ferrari name at the forefront. Ford refused to accept the role of a junior partner. Henry Ford II now declared no less a goal than victory at Le Mans and thus victory over Ferrari.
Carol Shelby, John Wyer, and Eric Broadley contributed their experience, including from the Lola GT, to the project, and as early as 1964, two GT40s were racing at Le Mans. The GT40 featured a monocoque construction and a mid-engine. Revolutionary designs for the time! It also featured riveted and bonded lightweight metal panels. Initial aerodynamic difficulties led to the GT40 Mk II with the distinctive rear spoiler, which we now have as a model.
The Ford GT 40 Mark II is a racing car with a height of just over 100 cm, which explains its name (GT 40 = 40 inches high). The bump in the roof was added later to accommodate a slightly taller driver.
The first victory was achieved by a GT40 in 1965 at the Daytona Continental 2000 km race. Not only did second place go to the Cobra Daytona, and third place again went to a GT40... no Ferrari reached the finish line. Thus, the "Ford Racing" project was over.
expired.
In 1966, the MK2 achieved triple victories in both 24-hour races (Daytona Beach and Le Mans). Bruce McLaren and Chris Amon made it to Le Mans in 1966, winning the race in the GT 40 MkII. The GT 40 Armada crossed the finish line in first, second, and third places. Henry Ford II traveled to La Sarthe especially to line up his cars for a victory photo. The photo went around the world.
The Ferrari 330 P3s scored points much less frequently, and Ford won the 1966 World Championship. In 1967, the changing of the guard began. Ford GT 40 MK2s and MK4s raced simultaneously. The MK4s took the wins, but the MKs continued to score points. But now to the Carrera model, which many car racing enthusiasts have been waiting for long enough!
Optics:
The model looks very true to the original and is highly detailed. The paintwork and decals/printing are clean and crisp, right down to the finest lines. The delicate, exposed mirrors should be removed before racing, however. Incidentally, the silver lines on the front covers of the side lights are not botched, crooked chrome trim, but rather represent the tape strips used at the time.
Technology:
There's nothing new to report in the guide vane and pickup bar area. If you like, you can certainly remove the front axle spring to lower the car's appearance a bit. I didn't notice any advantage in handling on the small track. The day before, I was still racing with the spring. The front LEDs are probably mounted to the sides because of the one-piece body. Black caps are intended to prevent them from shining through into the body, as is the case with the taillights. Light only escapes to the front. Unfortunately, this now means that very little light escapes from the headlights through the plastic light duct on the GT40. This handicap must be taken into account when driving at night and when refueling. Removing the front caps and masking the scattered light areas with felt strips improves the situation somewhat. There is certainly still room for improvement here.
Driving behavior:
Now to the part that takes place outside the display case: driving and racing. Inspired by a question in a forum and my playful instinct, I tested whether tuning tires from other, already available vehicles would fit the GT 40. To cut a long story short, yes, such tuning tires exist. The rear tires of the Grand Sport fit perfectly. Although the tires were already mounted and a race in our small home digital track series was coming up, I decided to conduct the test under real conditions. The GT 40 drove very smoothly, it is well balanced, and can particularly handle regular corners at high speed. Even on fiddly short sections of track with changing directions, you can get it
not so easily upset.
Since the other competitors had no objections, I ran the GT40 as it was, just removing the magnets and fitting tuning tires, without any further preparation, in the following 30-minute race against the Grand Sports in the 1960s class. The GT40's last place certainly wasn't due to the car ;-) The idea quickly arose to test whether the contemporary Ferrari 330P4 and the GT40 could be driven in a racing series. There would then be plenty of vehicle and design choices, and the series would be a real visual treat.
Reserve enough space under the Christmas tree and make your wish lists accordingly—it's worth it!
CoMod JoergW
(23735 and 23736)
Yeah, yeah...the first product illustrations don't really show the actual proportions, but what I fish out of the shipping box is a whole different world...
The first impression is immediately apparent: a beautiful, glossy finish to the paintwork, and the printing is flawless. Even DSC-experienced club members are envious of the excellent execution of this Le Mans classic!
There's nothing new to report on the technical side: the high-quality chassis is heavy, but that naturally results in a correspondingly solid roadholding, even if one could wish for a slightly lower weight! Due to the manufacturing method, the wide tires on plastic rims can't be compared to machined rims, but a light sanding of the rear tires results in excellent running characteristics on our wooden club track, as always! Sanding the wheels is recommended, as with any slot car, not just when driven without a magnet. Sanding is, of course, not necessary for fun with the GT40 on the Carrera track. However, as mentioned, it is recommended.
Compared to other D124 vehicles, the front axle sits nicely in the wheel arch. However, I still recommend removing the axle spring. Then lower the front end with the swing arm bolt to achieve better steering.
Switching to analog mode, however, revealed a drawback: not in terms of handling – drifting is very enjoyable – but the lighting is too dim compared to the other D124 models! This requires some tinkering. On a digital track, this isn't as noticeable due to the continuous light, which always operates at full voltage. Looking at the body and chassis, I see this lighting compromise is due to optimization within the vehicle. The body, with its large recesses, is thus manufactured in one piece (welded together) and doesn't require two additional parts to be bolted together, as is the case with the Ferrari P4. This simplifies assembly, but the light output of the side LEDs suffers!
Still, it's a beautiful vehicle with excellent handling (with sanded tires) on the wooden track. You can also crank up the voltage a bit and the car still remains stable!
For me this is definitely my newest favorite car in 1:24.
CoMod Mike...
-----------------------------------------------------------------
Review by CoMod JoergW on the Carrera D124 Ford GT40 MkII Le Mans
(23735 and 23736)
The legend of the Ford GT began in the early 1960s. Henry Ford II wanted to return to racing for marketing reasons and wanted to use the Ferrari company, which was experiencing considerable financial difficulties at the time. However, negotiations with the stubborn Enzo Ferrari failed due to the latter's desire for clear dominance in this joint project, with the Ferrari name at the forefront. Ford refused to accept the role of a junior partner. Henry Ford II now declared no less a goal than victory at Le Mans and thus victory over Ferrari.
Carol Shelby, John Wyer, and Eric Broadley contributed their experience, including from the Lola GT, to the project, and as early as 1964, two GT40s were racing at Le Mans. The GT40 featured a monocoque construction and a mid-engine. Revolutionary designs for the time! It also featured riveted and bonded lightweight metal panels. Initial aerodynamic difficulties led to the GT40 Mk II with the distinctive rear spoiler, which we now have as a model.
The Ford GT 40 Mark II is a racing car with a height of just over 100 cm, which explains its name (GT 40 = 40 inches high). The bump in the roof was added later to accommodate a slightly taller driver.
The first victory was achieved by a GT40 in 1965 at the Daytona Continental 2000 km race. Not only did second place go to the Cobra Daytona, and third place again went to a GT40... no Ferrari reached the finish line. Thus, the "Ford Racing" project was over.
expired.
In 1966, the MK2 achieved triple victories in both 24-hour races (Daytona Beach and Le Mans). Bruce McLaren and Chris Amon made it to Le Mans in 1966, winning the race in the GT 40 MkII. The GT 40 Armada crossed the finish line in first, second, and third places. Henry Ford II traveled to La Sarthe especially to line up his cars for a victory photo. The photo went around the world.
The Ferrari 330 P3s scored points much less frequently, and Ford won the 1966 World Championship. In 1967, the changing of the guard began. Ford GT 40 MK2s and MK4s raced simultaneously. The MK4s took the wins, but the MKs continued to score points. But now to the Carrera model, which many car racing enthusiasts have been waiting for long enough!
Optics:
The model looks very true to the original and is highly detailed. The paintwork and decals/printing are clean and crisp, right down to the finest lines. The delicate, exposed mirrors should be removed before racing, however. Incidentally, the silver lines on the front covers of the side lights are not botched, crooked chrome trim, but rather represent the tape strips used at the time.
Technology:
There's nothing new to report in the guide vane and pickup bar area. If you like, you can certainly remove the front axle spring to lower the car's appearance a bit. I didn't notice any advantage in handling on the small track. The day before, I was still racing with the spring. The front LEDs are probably mounted to the sides because of the one-piece body. Black caps are intended to prevent them from shining through into the body, as is the case with the taillights. Light only escapes to the front. Unfortunately, this now means that very little light escapes from the headlights through the plastic light duct on the GT40. This handicap must be taken into account when driving at night and when refueling. Removing the front caps and masking the scattered light areas with felt strips improves the situation somewhat. There is certainly still room for improvement here.
Driving behavior:
Now to the part that takes place outside the display case: driving and racing. Inspired by a question in a forum and my playful instinct, I tested whether tuning tires from other, already available vehicles would fit the GT 40. To cut a long story short, yes, such tuning tires exist. The rear tires of the Grand Sport fit perfectly. Although the tires were already mounted and a race in our small home digital track series was coming up, I decided to conduct the test under real conditions. The GT 40 drove very smoothly, it is well balanced, and can particularly handle regular corners at high speed. Even on fiddly short sections of track with changing directions, you can get it
not so easily upset.
Since the other competitors had no objections, I ran the GT40 as it was, just removing the magnets and fitting tuning tires, without any further preparation, in the following 30-minute race against the Grand Sports in the 1960s class. The GT40's last place certainly wasn't due to the car ;-) The idea quickly arose to test whether the contemporary Ferrari 330P4 and the GT40 could be driven in a racing series. There would then be plenty of vehicle and design choices, and the series would be a real visual treat.
Reserve enough space under the Christmas tree and make your wish lists accordingly—it's worth it!
CoMod JoergW
