Test report by CoMod Carrera124 for the Carrera DIGITAL 124 Porsche 997 GT3 RSR Flying Lizard 2009 (23742)
Technical data:
Weight (complete vehicle with magnets): 215 grams
Weight (body): 60 grams
Length including spoiler: 185 mm
Wheelbase: 99 mm
Track width (front axle): 77 mm
Track width (rear axle): 81 mm
Overview of the design and country variants:
Two versions are planned for the 2010 range: the red and silver version is already in delivery, and the blue Felbermayr version will be added after Christmas.
Optics:
The pictures speak for themselves. The car simply looks good from every perspective and sits firmly on the track. The rear wheels could perhaps sit a bit lower in the wheel arches, but that's criticism at a high level.
Chassis:
The new 2010 chassis generation. In principle, the revision is similar to the smaller 1:32 scale version of the 2007 to 2009 chassis generation: retaining proven features and removing superfluous components. The result is a relatively straightforward and noticeably lighter chassis. The changes in detail, from front to rear:
- The swing arm is already familiar from this year's design variants. It features a significantly larger angle of rotation, which is particularly noticeable in magnetless operation. A small compression spring gently presses it toward the road at all times.
- The front axle is now rigidly mounted; the previously used compression spring has fortunately been eliminated. The familiar ride height adjustment mechanism is still in place. So, anyone who absolutely wants to navigate tight, banked corners can raise the Porsche.
- The center magnets are inserted from the inside, and the corresponding holder is conveniently screwed to the engine mount. This saves screws and weight. Removing the center magnets, however, leaves an unsightly rectangular hole in the undercarriage floor, through which lint and dirt can penetrate (Note: the other 1:24 scale models are improved in this regard and have a completely closed underbody). The opening can be closed by reinstalling the magnet tray.
- The combined engine-gearbox block has remained unchanged, but the large metal threaded plate has been greatly reduced in size, to the absolute minimum.
- The rear magnet is attached to the rear axle mount. This is also a solution found only in Porsche; the other new D124 models are also somewhat more advanced in this regard.
- The rims are still two-part, but no longer split in the middle, but consist of a base body and an insert.
Driving test (with magnet):
If you leave the magnets in place, the handling is, as expected, "like it's on rails." However, compared to a Corvette C6R or a Ferrari 575, the lower weight is noticeable. The Porsche accelerates much more aggressively; it literally feels "lighter."
Driving test (without magnets):
Removing the magnets is a bit more laborious than with the older chassis generation. To be clear, it's worth the effort. The axle and wheel concentricity are fine; the changes in the production process seem to be paying off. In this condition, the car returned to my test track. Since it's rather small, I also drive the 1:24 vehicles with the DIGITAL 132 power pack. And with that, the Porsche performed at its best. It was both fast and docile. Even corners approached significantly too fast didn't result in a crash, but only a harmless sideways spin. There was no noticeable tendency to roll over, and the engine harmonizes well with the vehicle's weight: pure driving pleasure.
For use on longer routes and in the club report, the tires should still be sanded a bit, but I consider any further tuning measures to be unnecessary.
Conclusion:
A real blast and a fantastic Christmas present. Whether with or without magnets, the improved suspension concept delivers truly impressive performance. So, I can easily live with the fact that the magnets are no longer so easy to remove.
CoMod Carrera124
****************************************
Test report by CoMod Long on the Carrera DIGITAL 124 Porsche 997 GT3 RSR Flying Lizard 2009 (23742)
A leader in its class, or the best Carrera currently has to offer in 124!
It took a long time, a really long time, but now it's finally here and available in its first color scheme. I could write a bit about the original vehicle as an introduction, but I'll skip that. I think you're more interested in the 1:24 model.
OK, here we go: I have to say that after the test I'm quite biased, so please forgive me if I'm not completely objective.
You can honestly say the look is more than successful! The Porsche looks truly fantastic! The printing is clean when you compare the car to the original. Excellent execution. The only distracting aspect is the white area of the missing American LE MANS Series logo. The wheels sit neatly in the wheel arches. I would have preferred a C&R-style front grille. It goes without saying that the cutouts for the rear spoiler mount were omitted, as they would have made it very delicate. I would have also preferred more attention to detail in the exhaust system; it looks a bit underwhelming compared to the original.
It's nice that the bright interior has been recreated like the original, as you can finally see the many details here. Of course, the weight of the lid deserves special mention: at 58g, it's exactly as it should be!
A glance at the chassis immediately brought a smile to my face. You have to look closely to spot all the changes. First, there's the significantly slimmed-down chassis with its total weight of just 158g. Second, all unnecessary embellishments have been omitted.
The front bracket for the light board is simply plugged in, which I wish would be the same for the one mounted at the rear. Finally, the Porsche has decent lights again, and they're bright enough. Thankfully, they omitted the light guides.
Once upon a time, the copper spring on the front axle was gone! Now the axle is properly mounted again, as it should be. Rotating the axle mount 180° allows you to raise the vehicle again, which is certainly important for some banked corner drivers. We're already familiar with the revised swing arm with a wider angle of rotation from the DBR9. It's also equipped with a small copper spring to gently press it onto the rail contacts. If you don't want to do this, you can simply remove it.
Let's move on to the center magnet: this version has also been familiar to us since the revised chassis of the DBR9. It's now closed off from below, and the magnet can only be removed from the inside. But it's not a big deal and works perfectly. The compartment contains a plastic and a metal plate for adjusting the magnet. Let's be honest, who needs that? What's much more important is that after removing the magnet and rotating the end piece, the compartment can be neatly reinstalled. If you want, you could also fit trim weights here. Which brings me to the next point: the mounting plate/screw! This has now been reduced to a minimum. If you want to reduce the weight even further, you'll find the same part in the spare parts compartment, but made of plastic, which should be a bit lighter.
The transmission unit has remained unchanged, except for the rear magnet now located on the rear axle mount. Removal is also straightforward, and you're spoiled for choice: remove the magnet and leave the mount off, install the mount without the magnet, or install the mount with the trim weight. Well, everyone has to figure that out for themselves. I'll remove it and leave it off.
Porsche is also breaking new ground with its rims, now featuring a kind of "pot-shaped" rim with a separate insert. The rim flange is once again smooth, not too high, and continuous. We're familiar with this from the 575 GTC and the CR6. Otherwise, I find the rims to be well-pressed, with an acceptable level of imbalance for plastic rims. No comparison to what we've been used to. I almost forgot to mention: the rim design is amazing.
Sooo, I think I have everything or was there something else?
The road test is truly mind-blowing. I drove the Porsche without the center magneto at 18 volts on our club track – simply WOW! Lively, agile, blazingly fast, quiet, smooth and clean, capable of great drifts, no skidding even during fast cornering. It's really hard to describe; you have to experience the GT3.
Conclusion: what a cool car. Buy, buy, buy, guys! Better get more of it right away. What kind of car is this for the 2011 Carrera 24-hour race?!?!?!
As I said, the best that Carrera currently has to offer in 124!
CoMod long
Technical data:
Weight (complete vehicle with magnets): 215 grams
Weight (body): 60 grams
Length including spoiler: 185 mm
Wheelbase: 99 mm
Track width (front axle): 77 mm
Track width (rear axle): 81 mm
Overview of the design and country variants:
Two versions are planned for the 2010 range: the red and silver version is already in delivery, and the blue Felbermayr version will be added after Christmas.
Optics:
The pictures speak for themselves. The car simply looks good from every perspective and sits firmly on the track. The rear wheels could perhaps sit a bit lower in the wheel arches, but that's criticism at a high level.
Chassis:
The new 2010 chassis generation. In principle, the revision is similar to the smaller 1:32 scale version of the 2007 to 2009 chassis generation: retaining proven features and removing superfluous components. The result is a relatively straightforward and noticeably lighter chassis. The changes in detail, from front to rear:
- The swing arm is already familiar from this year's design variants. It features a significantly larger angle of rotation, which is particularly noticeable in magnetless operation. A small compression spring gently presses it toward the road at all times.
- The front axle is now rigidly mounted; the previously used compression spring has fortunately been eliminated. The familiar ride height adjustment mechanism is still in place. So, anyone who absolutely wants to navigate tight, banked corners can raise the Porsche.
- The center magnets are inserted from the inside, and the corresponding holder is conveniently screwed to the engine mount. This saves screws and weight. Removing the center magnets, however, leaves an unsightly rectangular hole in the undercarriage floor, through which lint and dirt can penetrate (Note: the other 1:24 scale models are improved in this regard and have a completely closed underbody). The opening can be closed by reinstalling the magnet tray.
- The combined engine-gearbox block has remained unchanged, but the large metal threaded plate has been greatly reduced in size, to the absolute minimum.
- The rear magnet is attached to the rear axle mount. This is also a solution found only in Porsche; the other new D124 models are also somewhat more advanced in this regard.
- The rims are still two-part, but no longer split in the middle, but consist of a base body and an insert.
Driving test (with magnet):
If you leave the magnets in place, the handling is, as expected, "like it's on rails." However, compared to a Corvette C6R or a Ferrari 575, the lower weight is noticeable. The Porsche accelerates much more aggressively; it literally feels "lighter."
Driving test (without magnets):
Removing the magnets is a bit more laborious than with the older chassis generation. To be clear, it's worth the effort. The axle and wheel concentricity are fine; the changes in the production process seem to be paying off. In this condition, the car returned to my test track. Since it's rather small, I also drive the 1:24 vehicles with the DIGITAL 132 power pack. And with that, the Porsche performed at its best. It was both fast and docile. Even corners approached significantly too fast didn't result in a crash, but only a harmless sideways spin. There was no noticeable tendency to roll over, and the engine harmonizes well with the vehicle's weight: pure driving pleasure.
For use on longer routes and in the club report, the tires should still be sanded a bit, but I consider any further tuning measures to be unnecessary.
Conclusion:
A real blast and a fantastic Christmas present. Whether with or without magnets, the improved suspension concept delivers truly impressive performance. So, I can easily live with the fact that the magnets are no longer so easy to remove.
CoMod Carrera124
****************************************
Test report by CoMod Long on the Carrera DIGITAL 124 Porsche 997 GT3 RSR Flying Lizard 2009 (23742)
A leader in its class, or the best Carrera currently has to offer in 124!
It took a long time, a really long time, but now it's finally here and available in its first color scheme. I could write a bit about the original vehicle as an introduction, but I'll skip that. I think you're more interested in the 1:24 model.
OK, here we go: I have to say that after the test I'm quite biased, so please forgive me if I'm not completely objective.
You can honestly say the look is more than successful! The Porsche looks truly fantastic! The printing is clean when you compare the car to the original. Excellent execution. The only distracting aspect is the white area of the missing American LE MANS Series logo. The wheels sit neatly in the wheel arches. I would have preferred a C&R-style front grille. It goes without saying that the cutouts for the rear spoiler mount were omitted, as they would have made it very delicate. I would have also preferred more attention to detail in the exhaust system; it looks a bit underwhelming compared to the original.
It's nice that the bright interior has been recreated like the original, as you can finally see the many details here. Of course, the weight of the lid deserves special mention: at 58g, it's exactly as it should be!
A glance at the chassis immediately brought a smile to my face. You have to look closely to spot all the changes. First, there's the significantly slimmed-down chassis with its total weight of just 158g. Second, all unnecessary embellishments have been omitted.
The front bracket for the light board is simply plugged in, which I wish would be the same for the one mounted at the rear. Finally, the Porsche has decent lights again, and they're bright enough. Thankfully, they omitted the light guides.
Once upon a time, the copper spring on the front axle was gone! Now the axle is properly mounted again, as it should be. Rotating the axle mount 180° allows you to raise the vehicle again, which is certainly important for some banked corner drivers. We're already familiar with the revised swing arm with a wider angle of rotation from the DBR9. It's also equipped with a small copper spring to gently press it onto the rail contacts. If you don't want to do this, you can simply remove it.
Let's move on to the center magnet: this version has also been familiar to us since the revised chassis of the DBR9. It's now closed off from below, and the magnet can only be removed from the inside. But it's not a big deal and works perfectly. The compartment contains a plastic and a metal plate for adjusting the magnet. Let's be honest, who needs that? What's much more important is that after removing the magnet and rotating the end piece, the compartment can be neatly reinstalled. If you want, you could also fit trim weights here. Which brings me to the next point: the mounting plate/screw! This has now been reduced to a minimum. If you want to reduce the weight even further, you'll find the same part in the spare parts compartment, but made of plastic, which should be a bit lighter.
The transmission unit has remained unchanged, except for the rear magnet now located on the rear axle mount. Removal is also straightforward, and you're spoiled for choice: remove the magnet and leave the mount off, install the mount without the magnet, or install the mount with the trim weight. Well, everyone has to figure that out for themselves. I'll remove it and leave it off.
Porsche is also breaking new ground with its rims, now featuring a kind of "pot-shaped" rim with a separate insert. The rim flange is once again smooth, not too high, and continuous. We're familiar with this from the 575 GTC and the CR6. Otherwise, I find the rims to be well-pressed, with an acceptable level of imbalance for plastic rims. No comparison to what we've been used to. I almost forgot to mention: the rim design is amazing.
Sooo, I think I have everything or was there something else?
The road test is truly mind-blowing. I drove the Porsche without the center magneto at 18 volts on our club track – simply WOW! Lively, agile, blazingly fast, quiet, smooth and clean, capable of great drifts, no skidding even during fast cornering. It's really hard to describe; you have to experience the GT3.
Conclusion: what a cool car. Buy, buy, buy, guys! Better get more of it right away. What kind of car is this for the 2011 Carrera 24-hour race?!?!?!
As I said, the best that Carrera currently has to offer in 124!
CoMod long
