Test report by CoMod JoergW on the Evo/Carrera D132 Porsche 917/30 Sunoco Porsche Audi No. 6 '73 (27327/30521)
Porsche had largely left the World Prototype Championship to Ferrari and Matra-Simca in 1972 and 1973, instead competing in the Can-Am series in accordance with the rules. Porsche had first entered the U.S. market in 1969 with its partner Audi and the Porsche 917 PA, so it already had a foothold there and could deploy its new developments in the turbocharged 917 series.
The successful Porsche 917/30s, with over 1,000 horsepower, secured six victories in 1973 but were unable to claim the win in Atlanta. There, the Porsche 917/10—the previous year’s Can-Am champion—remained victorious. Mark Donohue, who alsoCarrera drove the model
, became the Can-Am champion. Several second- and third-place finishes rounded out Porsche’s triumph that year. Since people wanted to see American cars, the rules were subsequently changed in the Can-Am series as well, and Porsche was no longer eligible to compete with its winning cars.
At Talladega, the car reached a top speed of 386 km/h, although the official record is listed as 355.85 km/h. Shortly after setting this record, Mark Donohue was killed in a crash while driving his Penske Formula 1 car at the Austrian Grand Prix.
Appearance:
The paint job looks very realistic and, thanks to its color scheme, is naturally very easy to spot on the track. The car appears very well proportioned. Upon closer inspection, minor imperfections in the paintwork can be seen along one of the thin red dividing lines.
The mock engine and suspension are rendered in detail and are actually quite well protected. Only in crash races might this area sustain some damage. There are two small LEDs inside the exhaust pipes, with another one positioned in the center above them. This “warning triangle” allows you to monitor the refueling process when you’re standing next to the track.
Technology:
The front axle is split into two parts and turns very easily in its stock configuration. Otherwise, it’s equipped with the standard Evo/D132 engine, which naturally raises questions about its equivalence to the McLaren M20. Unlike the McLaren, the Porsche doesn’t lift off the track—neither on the inside nor the outside—in the steep Turn 3. The wide tires have decent grip and require only a brief break in the edge.
Workmanship:
No defects in workmanship are apparent.
Handling:
The 917/30 handles very quietly and unremarkably. Unlike the M20, it isn’t quite as snappy and aggressive, but it can be driven quickly and safely. The 917/30 has significantly fewer takeoffs, which allows it to compensate for the McLaren’s slight speed advantage. If anything, you can dial back the McLaren’s speed by 10–20%, though it will then be safer to drive. Exciting CanAm races are in store, though the cars should be thoroughly tested and tuned due to variations in production specifications to ensure a level playing field.
Conclusion:
I haven’t enjoyed driving at high speeds with a full magnet setup this much in a long time! I think a speed event as a team race would be really fun with the CanAm cars.
CoMod JoergW*
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*Test report by CoMod martinmm on the Evo/Carrera D132 Porsche 917/30 Sunoco Porsche Audi No. 6 '73 (27327/30521)
During the winter of '72–'73, Porsche developed the 917/30, which made its debut at Mosport in May 1973. Despite problems with the front shock absorbers, Mark Donohue finished in 7th place—and also set the fastest lap of the race. In the second race of the season, at Road Atlanta, he finished in 2nd place, again setting the fastest lap of the race. No surprise there: The 12-cylinder 5.4-liter turbocharged engine produced 1,500 PS on the dynamometer at 2 bar of boost pressure. In the race, the team settled for 1.3 bar—which was still enough for a solid 1,100 PS. Mark Donohue went on to win the next six races of the 1973 season in the Porsche 917/30. Due to its overwhelming superiority, the Can-Am Championship regulations were changed so that in 1974—the final year the Can-Am was held—it was no longer possible to compete with this car. In 1975, Mark Donohue set a new record in the 917/30 with a fastest lap averaging 355 km/h on the Talladega oval track. But that one is also coming soon fromCarrera
...
Appearance and Workmanship
: The vehicle is a faithful replica of the real thing. The paintwork on the large blue surfaces is very clean and free of dust. Only the huge rear spoiler appears slightly bent—perhaps the two center struts are too long or, due to the paint application, do not sit deep enough into the body. The wheels all spin smoothly, as far as can be seen by visual inspection. The separate front wheels are different but both relatively light: (the right one spins 3–4 revolutions after being released, the left one at least 10—I stopped counting after that. So they’re sufficiently good.)
Technology:
The vehicle is equipped with the standard E200 motor.
Of course, the vehicle does not have any lights, except for an exhaust light, which—in the digital version —is used to monitor the refueling process and also serves as the brake light.
Front axle: Independent suspension.
Weight: Body 30 g, chassis (without magnets) 65 g.
Test drive : I drove it on our 28-meterCarrera
club track. As expected, the car sticks to the track with the magnets—though you can even drift! The test without magnets seems more interesting and revealing to me:
I lightly sanded the tires on a sanding board and rounded off the edges slightly. It took less than 2 minutes. The tires’ grippy feel doesn’t deceive: they have very good traction. The acceleration and braking performance are still OK—after all, the wheel diameter is quite substantial. It’s possible to take corners briskly and in control, and the car gets quite fast on straights—though you do need sufficiently long straights. The low road noise is also very pleasant.
Compared to the McLaren M20:
My skepticism regarding the different engines and rear wheel diameters was unfounded. We were able to drive many laps side by side on this long track. The McLaren has slight advantages in acceleration and braking, simply because of its lighter weight. The Porsche 917/30 reaches a slightly higher top speed. This means you can already have quite balanced and exciting races without any tinkering (except for removing magnets and grinding the tires). I definitely see room for optimization with the Porsche 917/30’s body. A few more grams could—and should—be saved here.
As a complement, you could add a Lola T260, Porsche 917/10, or Shadow DN2, depending on the model year. If you’re not too picky, a Ferrari 512M, 612P, or 350 Can-Am would also be a visually appealing addition.
CoMod martinmm
Porsche had largely left the World Prototype Championship to Ferrari and Matra-Simca in 1972 and 1973, instead competing in the Can-Am series in accordance with the rules. Porsche had first entered the U.S. market in 1969 with its partner Audi and the Porsche 917 PA, so it already had a foothold there and could deploy its new developments in the turbocharged 917 series.
The successful Porsche 917/30s, with over 1,000 horsepower, secured six victories in 1973 but were unable to claim the win in Atlanta. There, the Porsche 917/10—the previous year’s Can-Am champion—remained victorious. Mark Donohue, who also
At Talladega, the car reached a top speed of 386 km/h, although the official record is listed as 355.85 km/h. Shortly after setting this record, Mark Donohue was killed in a crash while driving his Penske Formula 1 car at the Austrian Grand Prix.
Appearance:
The paint job looks very realistic and, thanks to its color scheme, is naturally very easy to spot on the track. The car appears very well proportioned. Upon closer inspection, minor imperfections in the paintwork can be seen along one of the thin red dividing lines.
The mock engine and suspension are rendered in detail and are actually quite well protected. Only in crash races might this area sustain some damage. There are two small LEDs inside the exhaust pipes, with another one positioned in the center above them. This “warning triangle” allows you to monitor the refueling process when you’re standing next to the track.
Technology:
The front axle is split into two parts and turns very easily in its stock configuration. Otherwise, it’s equipped with the standard Evo/D132 engine, which naturally raises questions about its equivalence to the McLaren M20. Unlike the McLaren, the Porsche doesn’t lift off the track—neither on the inside nor the outside—in the steep Turn 3. The wide tires have decent grip and require only a brief break in the edge.
Workmanship:
No defects in workmanship are apparent.
Handling:
The 917/30 handles very quietly and unremarkably. Unlike the M20, it isn’t quite as snappy and aggressive, but it can be driven quickly and safely. The 917/30 has significantly fewer takeoffs, which allows it to compensate for the McLaren’s slight speed advantage. If anything, you can dial back the McLaren’s speed by 10–20%, though it will then be safer to drive. Exciting CanAm races are in store, though the cars should be thoroughly tested and tuned due to variations in production specifications to ensure a level playing field.
Conclusion:
I haven’t enjoyed driving at high speeds with a full magnet setup this much in a long time! I think a speed event as a team race would be really fun with the CanAm cars.
CoMod JoergW*
* * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * *
*Test report by CoMod martinmm on the Evo/
During the winter of '72–'73, Porsche developed the 917/30, which made its debut at Mosport in May 1973. Despite problems with the front shock absorbers, Mark Donohue finished in 7th place—and also set the fastest lap of the race. In the second race of the season, at Road Atlanta, he finished in 2nd place, again setting the fastest lap of the race. No surprise there: The 12-cylinder 5.4-liter turbocharged engine produced 1,500 PS on the dynamometer at 2 bar of boost pressure. In the race, the team settled for 1.3 bar—which was still enough for a solid 1,100 PS. Mark Donohue went on to win the next six races of the 1973 season in the Porsche 917/30. Due to its overwhelming superiority, the Can-Am Championship regulations were changed so that in 1974—the final year the Can-Am was held—it was no longer possible to compete with this car. In 1975, Mark Donohue set a new record in the 917/30 with a fastest lap averaging 355 km/h on the Talladega oval track. But that one is also coming soon from
Appearance and Workmanship
: The vehicle is a faithful replica of the real thing. The paintwork on the large blue surfaces is very clean and free of dust. Only the huge rear spoiler appears slightly bent—perhaps the two center struts are too long or, due to the paint application, do not sit deep enough into the body. The wheels all spin smoothly, as far as can be seen by visual inspection. The separate front wheels are different but both relatively light: (the right one spins 3–4 revolutions after being released, the left one at least 10—I stopped counting after that. So they’re sufficiently good.)
Technology:
The vehicle is equipped with the standard E200 motor.
Of course, the vehicle does not have any lights, except for an exhaust light, which—in the digital version —is used to monitor the refueling process and also serves as the brake light.
Front axle: Independent suspension.
Weight: Body 30 g, chassis (without magnets) 65 g.
Test drive : I drove it on our 28-meter
I lightly sanded the tires on a sanding board and rounded off the edges slightly. It took less than 2 minutes. The tires’ grippy feel doesn’t deceive: they have very good traction. The acceleration and braking performance are still OK—after all, the wheel diameter is quite substantial. It’s possible to take corners briskly and in control, and the car gets quite fast on straights—though you do need sufficiently long straights. The low road noise is also very pleasant.
Compared to the McLaren M20:
My skepticism regarding the different engines and rear wheel diameters was unfounded. We were able to drive many laps side by side on this long track. The McLaren has slight advantages in acceleration and braking, simply because of its lighter weight. The Porsche 917/30 reaches a slightly higher top speed. This means you can already have quite balanced and exciting races without any tinkering (except for removing magnets and grinding the tires). I definitely see room for optimization with the Porsche 917/30’s body. A few more grams could—and should—be saved here.
As a complement, you could add a Lola T260, Porsche 917/10, or Shadow DN2, depending on the model year. If you’re not too picky, a Ferrari 512M, 612P, or 350 Can-Am would also be a visually appealing addition.
CoMod martinmm
