Review by CoMod Carrera124 for the Carrera DIGITAL 132 BMW M3 DTM "M. Tomczyk, No.1" and "B. Spengler, No.7" (Art. Nos. 30661 & 30662)
A strong comeback
Technical data:
Weight (complete vehicle with magnets): 108 grams
Weight (body): 28 grams
Length including spoiler: 156 mm
Wheelbase: 86 mm
Track width (front axle): 61 mm
Track width (rear axle): 61 mm
Model vehicle:
As early as 2010, it was announced that BMW was planning to return to the DTM for the 2012 season after a 20-year absence. This made 2011 a transitional season, in which the 2008 and 2009 cars were used for the last time, and Audi and Mercedes also competed head-to-head for the last time. Martin Tomcyk became champion – as surprisingly as he did comfortably – driving a "last year's car" from 2008, no less. One of his main rivals was Bruno Spengler, who once again drove a strong season but missed the title at the crucial moment.
When BMW founded its new DTM teams, it primarily relied on drivers from its own ranks, including both established names and young talent. However, it didn't want to rely entirely on this, so it signed two top drivers from Audi and Mercedes, Martin Tomcyk and Bruno Spengler. The former took the starting number 1, which soon appeared on his classic BMW M3 – white with red and turquoise stripes. Bruno Spengler's race car is the visual opposite; aside from the obligatory M stripes, it is almost entirely matte black. The DTM racers share only the name and the company logo with the production cars; they are genuine sports prototypes based on a carbon fiber monocoque.
The BMW M3 DTM was a fast and competitive car from the start, with Bruno Spengler securing a win in the very second race at the Lausitzring. He remained unfazed by his equipment and nerves throughout the rest of the season, celebrating the championship title at the end of the season and, in doing so, also shaking off his reputation as a perpetual second (or third) finisher.
The models:
The Carrera BMW M3 DTM is flat, wide, and above all: long. No wonder, given that the original car measures a whopping 5 meters. I can't detect any visual flaws; the model makes a good, true-to-scale impression from every perspective. The slightly excessive overall weight deserves criticism, although the body itself, at 28 grams, remains within limits. The front lighting isn't particularly bright, but considerable effort has been made to prevent stray light from the wheel arches – and this has been successful. The side skirts, as with older DTM cars, are attached to the chassis rather than the body. Apart from that, the chassis design holds no surprises; everything conforms to the standard established in 2009.
Driving test:
With the standard magnets, the M3 literally rides like it's on rails, but combined with the heavy weight, the magnets slow the car's forward momentum somewhat. This changes as soon as the rear magnet is removed, and the handling becomes more pleasant because the car feels more "free." In corners, you gain an acceptable limit, and overall, the old adage "length matters" proves true.
Without any magnets, the grip of the stock tires reaches its limits. In my opinion, additional weight isn't necessary, but for reasonable handling, you should sand the tires a bit or switch to tires from well-known third-party suppliers. Overall, the car offers good conditions for this type of operation.
Conclusion:
A real stunner, visually appealing and with good performance. While the M3 DTM isn't a definite time-buster, the weight is simply a bit too high for that. On the plus side, it does have a relatively smooth and harmonious handling, which is certainly not a bad foundation over a longer race distance.
A strong comeback
Technical data:
Weight (complete vehicle with magnets): 108 grams
Weight (body): 28 grams
Length including spoiler: 156 mm
Wheelbase: 86 mm
Track width (front axle): 61 mm
Track width (rear axle): 61 mm
Model vehicle:
As early as 2010, it was announced that BMW was planning to return to the DTM for the 2012 season after a 20-year absence. This made 2011 a transitional season, in which the 2008 and 2009 cars were used for the last time, and Audi and Mercedes also competed head-to-head for the last time. Martin Tomcyk became champion – as surprisingly as he did comfortably – driving a "last year's car" from 2008, no less. One of his main rivals was Bruno Spengler, who once again drove a strong season but missed the title at the crucial moment.
When BMW founded its new DTM teams, it primarily relied on drivers from its own ranks, including both established names and young talent. However, it didn't want to rely entirely on this, so it signed two top drivers from Audi and Mercedes, Martin Tomcyk and Bruno Spengler. The former took the starting number 1, which soon appeared on his classic BMW M3 – white with red and turquoise stripes. Bruno Spengler's race car is the visual opposite; aside from the obligatory M stripes, it is almost entirely matte black. The DTM racers share only the name and the company logo with the production cars; they are genuine sports prototypes based on a carbon fiber monocoque.
The BMW M3 DTM was a fast and competitive car from the start, with Bruno Spengler securing a win in the very second race at the Lausitzring. He remained unfazed by his equipment and nerves throughout the rest of the season, celebrating the championship title at the end of the season and, in doing so, also shaking off his reputation as a perpetual second (or third) finisher.
The models:
The Carrera BMW M3 DTM is flat, wide, and above all: long. No wonder, given that the original car measures a whopping 5 meters. I can't detect any visual flaws; the model makes a good, true-to-scale impression from every perspective. The slightly excessive overall weight deserves criticism, although the body itself, at 28 grams, remains within limits. The front lighting isn't particularly bright, but considerable effort has been made to prevent stray light from the wheel arches – and this has been successful. The side skirts, as with older DTM cars, are attached to the chassis rather than the body. Apart from that, the chassis design holds no surprises; everything conforms to the standard established in 2009.
Driving test:
With the standard magnets, the M3 literally rides like it's on rails, but combined with the heavy weight, the magnets slow the car's forward momentum somewhat. This changes as soon as the rear magnet is removed, and the handling becomes more pleasant because the car feels more "free." In corners, you gain an acceptable limit, and overall, the old adage "length matters" proves true.
Without any magnets, the grip of the stock tires reaches its limits. In my opinion, additional weight isn't necessary, but for reasonable handling, you should sand the tires a bit or switch to tires from well-known third-party suppliers. Overall, the car offers good conditions for this type of operation.
Conclusion:
A real stunner, visually appealing and with good performance. While the M3 DTM isn't a definite time-buster, the weight is simply a bit too high for that. On the plus side, it does have a relatively smooth and harmonious handling, which is certainly not a bad foundation over a longer race distance.
