Vehicle reports

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

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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

Review by CoMod JoergW on the Carrera DIGITAL 124/132 Pit Lane
(Art. No. 30356)

After the tank content has been set on the main unit in 10% increments, the driver display initially shows all lights and then, depending on the driving style, decreases more or less quickly.

If all green LEDs are off and you enter the red LED range, a refueling stop is indicated. Towards the end of the red phase, the need for a refueling stop is also indicated by frantically flashing vehicle lights. If you ignore these warnings, laps will no longer be counted when passing through the control unit and/or pit stop lane, and the display on the position tower will remain frozen. However, this is only noticeable if you are the leading vehicle, as their laps are the laps shown on the display. After entering the pit lane, you must hold down the switch button until the desired fuel level is reached!

Anyone who forgets this will have to wait a bit longer ;-)

There's a normal and a real-world refueling mode. But I didn't notice any significant difference during my tests on the small track. On the large track, with its higher high-speed component, things could be quite different.

CoMod Joerg

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Review by CoMod Carrera124 for the Carrera DIGITAL 124/132 Pit Lane
(Art. No. 30356) and Pit Stop Adapter Unit (Art. No. 30361)


A new feature of the pit lane is the single-lane straight where refueling takes place. This is also available separately, allowing for easy retrofitting of the existing pit lane.

Contrary to the models shown at the Toy Fair, the single-track straight has no direct electrical connection to the control unit. Therefore, the pit lane can be integrated into the track layout in any way.

If the decision is made to install the pit lane parallel to the control unit (i.e., the entrance before the control unit, the exit after it), the old pit lane had the problem that the laps of refueling vehicles were not counted. This problem has been solved with the new refueling straight. Thanks to the corresponding sensor on the surface of the track, the lap count continues even during refueling.
This function can also be disabled if you don't want to install the pit lane parallel to the control unit, but rather at a different location. To do this, the single-track straight must be temporarily mounted directly to the control unit. Then, you perform a programming sequence on the control unit. The setting you make in this way is permanently saved.

However, the sensor also counts a crossing as a completed refueling stop, regardless of how long it lasted. Even a mere passing through is counted as a refueling stop.

Important: Only one refueling stop should be included within a pit lane! Otherwise, a single pass will be counted as multiple refueling stops. This behavior can only be prevented by completely disabling the refueling function on the control unit.

One might now consider not using the pit lane, but instead misusing the refueling straight as an extension for timing purposes, possibly for a third and fourth lane. However, this is not advisable, as the data protocol would likely result in temporal inaccuracies in the lap times. These potential inaccuracies are hardly significant for the intended use of the pit lane, as the crucial factor is that the pit lane passage is actually recorded as a completed lap.

refueling process
Back to the refueling process! This works a little differently than before: First, don't be confused by the marked refueling zone, as it's quite short. The usable area for refueling extends from the point where you pass the pit stop sensor to the exit of the pit lane. The refueling process itself is no longer automatic; you have to hold down the switch button on your handheld controller. You can then watch on the driver display as the tank miraculously "fills up" again. Filling up isn't mandatory, though; you can abort the refueling process and continue driving at any time.

tank filling
The maximum possible fuel level of the vehicles can be programmed on the control unit. A new feature is the ability to independently set a one-time, different fuel level for the start of the race. This is done via an additional programming sequence on the control unit; a driver display is also required to display the set fuel level.

CoMod Carrera124

Review by CoMod long of the Carrera Evo/D132 Mercedes-Benz SLR McLaren GT SLR CLUB Trophy 2008
(27318 and 30510,30511)

I think the initial question about MORE can be answered with a resounding YES!

For me, the two 2009 SLRs were highlights in terms of both looks and handling. It's great that we're being surprised with two great color versions of this car in 2010.

So which one is the most beautiful?

Well, that's a matter of personal preference. If you put all four side by side, the decision becomes quite difficult. Personally, I like the No. 9 the best, with its flawless three-tone paint job. But, as we all know, that's purely a matter of taste!

Like its brothers, this new design immediately reveals the attention to detail (openwork side panels, tow hooks, suggested ventilation grilles, etc.). The analog version is delivered without lights, which isn't a problem, as it does help reduce the vehicle's weight.

The SLRs' handling is impressive right from the start, and it's great fun to see these cars in action on a multi-lane track. Given their superior looks and truly excellent handling, Carrera would be wise to release even more color variants.

Whether analogue or digital, these vehicles will certainly be among the “Top 10” again in 2010.

CoMod long

Test report by CoMod Joerg on the Carrera Evolution/DIGITAL 132 McLaren-Mercedes Vodafone Race Car 2010
(27325/30518)

After Lewis Hamilton won the Drivers' World Championship in 2008, the McLaren team was once again able to paint the starting number 1 on the nose of its new racing car. The team's second driver was Heikki Kovalainen.
The 2009 season got off to a more than mixed start for McLaren. The new MP 24/4 failed to deliver the performance and reliability expected from its design. In 17 races, the team achieved only two wins and a few placings, including four pole positions. Ultimately, however, that was only enough for fifth place. As if that weren't enough, in 2009, first Ron Dennis and then Mercedes left the team. McLaren is now on its own for the time being, but the 2010 season is going somewhat better than 2009 in terms of points. The slight dip seems to have been overcome.

Optics:
This 1:32 model is flawlessly executed in terms of color. The silver looks classy and not kitschy, the red is a bright color, just like the original. The variety of shapes in the front and rear wings is reproduced in detail. As a concession to a toy, the rear axle unit with its struts is clearly visible. Anyone who wants to see everything detailed and well-crafted here, as with the front unit, should be prepared to pay a significantly higher price, not only when purchasing the model for the first time, but certainly after the first crash. After all, the stability of the vehicles has to be ensured somehow.

The front spoiler is protected during transport by a Lexan cap, which prevents it from falling off, which would otherwise roll around in the box and damage itself and other parts.

Technology:
The Formula 1 car has no lights. Unfortunately, there's also no brake light to warn you about the necessary refueling stops. The keel unit has the old turning radius. Although the front wheels are attached to a single axle, they are ultimately individually mounted and rotate independently of each other. Each rim consists of three parts: the outer cover, the actual rim that supports the tire, and an inner part on which the rim rotates.

Processing:
On my test vehicle, one of the two front wheels is harder to turn. Otherwise, the lettering, in particular, is very clean and legible.

Driving behavior:
The handling is typical of Formula 1: fast and relatively hectic. The cars are very narrow, which gives them their own peculiarities. I wouldn't want to drive them without magnets, even though the smooth tires offer sufficient grip. They're a great addition to the racetrack for fans and for those who just want to take a break.

CoMod Joerg* * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * *
Test report by CoMod Lotus on the Carrera Evolution/DIGITAL 132 McLaren-Mercedes Vodafone Race Car 2010
(27325/30518)

"Vodafone is the best title partner we've ever had"…

…that was the comment made by McLaren team boss Martin Whitmarsh in October of this year when the extension of the partnership between Vodafone and McLaren until 2013 was announced.

The telecommunications provider has been the main sponsor of the (still) Swabian-English racing team since 2005. This is due to Mercedes selling its 40% stake in McLaren back to McLaren after the end of this season. This was due to the Stuttgart-based company's entry into Brawn GP. However, McLaren continues to be supplied with engines by Mercedes.

The Carrera Formula 1 model, however, still represents the car of the 2010 season. The car features the 2.4-liter V8 under the proverbial hood. The driver of the number 1 car is Jenson Button, who won the 2009 World Championship with Brawn GP. He didn't make it this year, as Sebastian Vettel became world champion. McLaren, however, still finished second in the Constructors' Championship.

The 1:32 Carrera slot car impresses with its silver and neon red paint scheme. It's an absolute eye-catcher on the black tracks. The car handles very well, but it penalizes corners approached too quickly, due to the slightly tighter turning angle of the guide keel. Otherwise, the car is virtually impossible to throw out of the slot.


CoMod Lotus

Review by CoMod Mike... of the Carrera DIGITAL 132 Mercedes SLS AMG Coupé (30541/27344 and 30542/27345)

What else can one say about this car? Everywhere you look, the SLS has been spoken and written about in the most rave terms. Design awards have been won everywhere, and the car has always been at the top of various reader polls! That's why I'm not sharing any vehicle details that are already scattered all over the internet!

Here is a good link : Mercedes SLS AMG

I'd still like to mention one cool little gimmick here. The two gullwing doors weigh 18 kg each and have small explosive devices on the door hinges. These allow the doors to be blown off after an accident if the vehicle ends up on its roof.

Some of you may already know that I work for the company primarily responsible for the SLS! I work in the door department, which is why my colleagues developed the gullwing doors. One more reason why I should write a review again ;-). Perhaps that's why I'm less emotional about the SLS. I was familiar with the design quite early on, and I've been walking past this super sports car every day for years. Nevertheless, the car has its charm, especially when the doors are open! Unfortunately, that's precisely the major drawback of the Carrera model. The doors don't open ;-) But joking aside, this wouldn't be recommended for a slot racer, of course, but it would look great. ;-)))

About the Carrera model:

The model itself is very authentic, featuring the sophisticated paintwork and printing that's become commonplace in this sector. Details like the brake discs are neatly executed, although some may question the point, since the revs are unrealistic anyway!? But we've long known that many fans keep their vehicles in display cases, and these details add an extra dimension.

The tires promise sufficient grip, but the slightly narrower appearance suggests slightly less roadholding than other supercars. But this impression doesn't last long. The car exhibits excellent handling and doesn't have to hide behind even racing versions of the same scale. The authentic, long appearance obviously compensates for this. This makes us very curious about the performance of the GT3 version, which is scheduled to arrive later this year. Anyone who doesn't want to wait and wants to expand their supercar circuit will have a lot of fun with it!

Only the differentiation through colors is somewhat limited. White is, of course, the classic, design-oriented paint color, while red is the more aggressive counterpart, which we often find on all other vehicles in the range! But it certainly won't be limited to these two colors!

CoMod Mike...

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Test report by CoMod Lotus for the Carrera DIGITAL 132 Mercedes SLS AMG Coupé (30541/27344 and 30542/27345)

Double doors!!!

I admit, I'm a fanatical fan of cars with gullwing doors. Real gullwing doors, not those pimped-up things like the Opel Astra Coupe or the BMW 3 Series, with their slanted doors. REAL gullwings like the Mercedes 300 SL, the C11, the De Lorean, or the RS Melkus.

So today I'll spare you the technical details of the new Carrera slot car. Enough has already been written about it, and you can find the data on Wikipedia or on the Mercedes website. The AMG website is highly recommended; the pictures of the car are simply fantastic: www.mercedes-amg.com!

So again: double doors!!!!

When the SLS was released, some people were saying: Benz is back on the retro wave and is even releasing a rehash of the old gullwing from the 1950s. So what? The car is an absolute dream. Once you stand next to the original, you'll definitely stop thinking about retro and similar nonsense. The SLS is a dream car and already a classic when it was released. A friend of mine borrowed the car from Mercedes-Benz for a weekend (don't ask how much it cost), but he said afterward it was worth every euro. A timeless appearance with indescribable handling. Well, that's to be expected for the price of €186,830. And that's where the fun begins. The car wasn't even at AMG back then...

Let’s get to the model:

High praise to the designer! Comparing the images on the AMG website with the model, there's really nothing to complain about. The car is excellently executed. Only the turn signals in the exterior mirrors are printed a bit too short (although they are properly engraved), but that's really only noticeable to purists. For me, an absolute highlight of the printing is the small Mercedes badge on the hood above the large Mercedes star. I like the white Benz better than the red car, but that's a matter of taste.

The chassis is very tidy, and anyone who wants to experiment with lead has plenty of room in the chassis. But the car doesn't really need that; although it has a fairly long wheelbase, it corners very well thanks to the wide rear axle. The car is a great opponent for the Porsche GT3R.

Now the only thing missing from the range is the neon yellow electric SLS (just google the vehicle!)

CoMod Lotus

Review by CoMod martinmm on the Carrera DIGITAL 124 Bill Thomas Cheetah Model 2 (23745)

When you see a silver/aluminum-painted race car, you immediately think of an aluminum body. However, the ninth Cheetah built by Thomas has a fiberglass body. (See also the review of the red Cheetah.)

The Cheetah went to Jack Goodman of Dixon Cadillac. Originally intended for use as a road car, it was also occasionally used in Cadillac club events. The vehicle was equipped with a standard Corvette engine producing 375 hp.

Later, Goodman's Cheetah was also used in races, first with a modified engine and then with a Chevrolet 396 engine. True to the original, Carrera equipped this version with a different hood and a rear section with four taillights. Even the dummy engine is unique. The spare tire is now located in the interior behind the driver.

CoMod Martinmm

Test report by CoMod Carrera124 for the Carrera DIGITAL 124/132 Adapter Unit
(Art. No. 30360)

This is a standard straight line that has a total of four connections (two per side) for the following components:

Driver Display
Position tower
Starting light

To ensure the correct polarity of the electrical connections, the adapter units may only be installed facing the direction of travel. Therefore, they have clearly visible markings, both on the road surface and on the sides.
On the sides, the two special edge strips described below can be installed. Alternatively, if you don't want to use all the electrical connections, you can also install standard edge strips for standard straight lines.
CoMod Carrera124

Test report from CoMod long for the Carrera Carrera DIGITAL 124 Aston Martin DBR9 Aston Martin Racing "No. 009", 2007
(23747)

Almost seven months have passed since the toy fair in February and the three color variants of the Aston Martin DBR9 are about to be delivered.

There shouldn't really be much news to report, as it's 'just' another color variant. But that's not the case. With the 009 starting number in Aston Martin Racing Green and a white roof, another attractive racing version was chosen. But let's be honest, any other version of the super sports car would have been fine with us. Visually, the car looks great again! All the prints are flawless and, as usual, executed with great attention to detail. The rear right printed air vent cover has been reworked in shape and position and now looks much more harmonious.

But there is something else, the Green one seems much deeper than its two predecessors!

When you look at the chassis, you notice quite a few new features. The edge of the engine grille and the rear magnet have disappeared, making the chassis nice and flat even at the rear. The center magnet also has a new mount and is now enclosed, so the magnets are no longer visible! Personally, I find this more visually appealing.

From the inside, the chassis appears very tidy as usual, but there are also a few new features to discover. Firstly, of course, the revised swing arm with a wider angle of rotation of the guide keel. Secondly, the front mount for the lighting circuit board. Unlike its predecessors, this is no longer permanently glued, but now plugs in, which makes maintenance work on the front axle much easier. Now it's also clear why the DBR9 appears lower; it has been given two shims on the front axle and the motor mount. By removing the front circuit board mount, the DBR9 can be lowered even further, giving it an even sharper look.

In terms of handling, much higher cornering speeds are now possible thanks to the revised swing arm, which definitely leads to more driving pleasure. Dislodgement is practically impossible. Personally, I find this version of the DBR9 a further enrichment for the GT series, and one wants more from this car, especially after the fantastic chassis redesign.

CoMod long

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Test report from CoMod Carrera124 on the Carrera Carrera DIGITAL 124 Aston Martin DBR9 Aston Martin Racing "No. 009", 2007
(23747)

More than just a color variant!

When the DBR9 was announced in full-scale last year, there was great joy. There was also surprise when it was confirmed that the dark green version was not initially planned. This gap has now been closed, and the British car in the classic design will soon be rolling into dealerships.

And actually, it's not just a color variation; some technical details have also been changed. The large magnet holder is now completely closed at the bottom, although the magnets can still be easily unscrewed from underneath. Nevertheless, this should be a first taste of the improved chassis generation of this year's new models.

The wheels now sit more firmly in the wheel arches, thanks to the addition of a few more spacers between the chassis and the axle mounts. A small change with a big impact, noticeably improving the overall vehicle's appearance.

For driving, I remove the compression spring on the front axle—as with almost every 1/24-scale vehicle—which also improves the appearance somewhat. The handling itself can best be described as "good-natured"—length matters, and this isn't a new insight.

CoMod Carrera124

Test report from CoMod Lotus on the Carrera Evo Nissan GT-R Calsonic Team Impul No. 12
(27317)

This was the headline in Auto Bild in March 2008 when the Nissan GTR first appeared on the racetrack of the Japanese SUPER GT racing series.

And to this day, the GT-R remains the superior car it started out as.
One of the most successful teams using the Nissan is the Calsonic-Impul team. It is owned by the Calsonic Kansei Corporation, a Japanese automotive supplier (in which Nissan increased its stake from 27.6% to 41.7% in January 2005). The cars are a striking blue; here's a video of the car during a tire test:

http://www.youtube.com/watch?v=CvIpEJ5UEcw

And this hot racing dish is now also available from Carrera!

While previous versions of the rice cooker from Yokohama were already visual highlights, the blue GT-R from Team Calsonic beats them all in my opinion. Okay, that probably has something to do with the fact that I just like blue cars. But the Nissan simply performs well on the track.

And like its great role model, the slot racer is currently one of the best, if not the best, cars in the starting field: wide track, excellent acceleration and safe cornering (even without magnets).

I'm not really a fan of modern racing cars, but more of a classic car freak. But I've driven all versions of the Nissan, something no Porsche has ever achieved for me.

CoMod Lotus

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Test report from CoMod long on the Carrera Evo Nissan GT-R Calsonic Team Impul No. 12
(27317)

At the beginning of 2008, the press reported: 'The new Nissan GT-R is competing in the Super GT Championship! Two factory and three private cars in the Japanese Super GT'

The blue Calsonic GT-R of the IMPUL team is also driven by a European/Japanese pairing: Frenchman Sebastien Philippe (still in the Hasemi car in 2007) alternates there with ex-Krumm partner Tsugio Matsuda.

How could it be otherwise! I was absolutely thrilled with the two previous models. And the new color variant of the Nissan GT-R in the EVO version is once again a real hit. All I can say is: unpack it, turn on the power, put it on the track, and have tons of fun.

Visually, a great version was chosen again, and the blue with the chrome roof is also beautifully executed. The new chassis technology, with its advantages—very clean design, soft return springs, and sufficient turning angle—makes for great driving fun! There's also plenty of room for trim weights if you want. Like its predecessors, the front axle runs smoothly.

The road test was once again extremely positive, but honestly, I wasn't expecting anything less! As is well known, the Evo version no longer has lights, but the vehicle is equipped with the mounts for the light boards, so retrofitting them shouldn't be a problem.

For me, the Nissan GT-R remains one of the most fun cars to drive. For fans of GT cars, I would definitely recommend it, 100%.

As a fan of the larger scale, you can only envy the DIGITAL132 drivers for this racing car.

CoMod long

Test report by CoMod JoergW on the Carrera DIGITAL 124/132 Control Unit
(Art. No. 30352)

The control unit replaces the previous black box and, in addition to its basic function, serves as a power supply and connection for the hand controllers for programming various digital functions, but more on that later.

The handheld controller extension box can be connected even with older ProX controllers. Equally welcome is the news that older wireless controllers (from the ProX era with dip switches) can also be used.

In terms of operation, the new control unit is similar to the old Black Box. Significant differences are only noticeable in the details. The new dedicated buttons "Speed," "Brake," and "Fuel" are quickly assigned, and braking behavior, top speed, or fuel level can be adjusted without a manual. However, things get tricky when it comes to the setting "Pit stop passage does not result in lap counting." The manual is indispensable here, as settings can be made not only on the control unit (press the "Speed" button with the unit switched off, switch it on, and release the button), but also on the display.
Instead, the Pit Stop Lane must be connected directly to the control unit's electrical circuit. It can then be placed where you planned it in the track layout. This sounds more complicated than it actually is, and you won't need to do it that often later on.

The Autonomous Car's settings are very sensitive, and even after over 100 laps on a small, basic track, it didn't crash. Since the Autonomous Car uses the switches unpredictably and doesn't need to refuel, there's no real opponent on the track, but at least there's a gameplay-enhancing component with a high fun factor. Good to excellent lap times are then significantly more difficult to achieve, and even in multiplayer mode, it's not entirely easy, as human predictability is lacking! The third driver on the track practically forces you to use the switches, even if it means leaving the racing line.

The pace car is actually only useful when there are two pit lanes: one for refueling and one for the pace car. The latter is determined via the 'code' button on the control unit and then moves into the pit lane.

In racing mode, the vehicle leaves the pit lane at a previously set speed after pressing the 'Pace Car' button and remains on the track until the 'Pace Car' button is pressed again.

CoMod Joerg


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Test report from CoMod Carrera124 on the Carrera DIGITAL 124/132 Control Unit
(Art. No. 30352)


The control unit is the main element of the new digital components and a prerequisite for using the new elements. And most importantly, the control unit is compatible with the old wireless controllers with DIP switches on the top.

Connections
The existing connections largely correspond to those already familiar from the Blackbox. Only the module socket has been omitted, so the following connections are available:

Lap counter
PC unit
Hand controllers 1-4, of which the first two connections are also used for connecting the wireless reception towers
Hand controller extension box, for 6 wired hand controllers
power supply

Keys
Compared to the black box, something more has happened here:


On/Off slide switch
Start button
Pace Car
Slide switch for tank function with new mode: Off/ On/ Real

There are also four new buttons for:


Setting the speed
Adjusting the braking behavior
Setting the tank content
Coding of vehicles

Functions
Looking at the control unit on its own, the first thing that catches your eye are the additional buttons for the vehicle settings. Assigning a vehicle to a handheld controller is significantly easier than with the black box, as are the settings for maximum speed, fuel level, and braking behavior.

Also noticeable are the two sensors on the road surface, which were previously only known from the lap counter. Consequently, the control unit takes over at least some of the functions of the lap counter. However, the full potential of the control unit can only be realized in combination with the new accessories.

Some important settings for new accessories are not performed on the accessories themselves, but rather using a programming sequence on the control unit. These programming sequences are summarized in the control unit's operating instructions.

CoMod Carrera124

Test report from CoMod Carrera124 on the Carrera Evolution/DIGITAL 132 Ferari F10 "Fernando Alonso"
(27323/30516)

Technical data:
Weight (complete vehicle with magnets): 73 grams
Length including spoiler: 155 mm
Wheelbase: 98 mm
Track width (front axle): 58 mm
Track width (rear axle): 58 mm
Other: The vehicle has a continuous rigid axle at the front

Overview of the color and country variants:
In the version with starting number 8 (Fernando Alonso), the Ferrari F10 is delivered in analogue (item no. 27323) and digital (item no. 30516) versions.
A version with starting number 7 (Felipe Massa) was also produced especially for the Italian market, also in both analogue (item no. 27346) and digital (item no. 30544) versions.

Optics:
The model accurately recreates the characteristic basic shape of the Ferrari F10, particularly evident in the particularly sleek rear end and the streamlined front end. The bulge in the rear, necessary for the transmission, has been cleverly concealed by the matte black paint. Overall, the visual implementation is completely convincing.

Technology:
Technically, the Ferrari F10 is largely identical to its two previous rivals from Red Bull and McLaren: it uses the same generation of chassis with internal magnets that has been in use since 2009. As with the other F1 cars, it is powered by the flat-bottomed FF050 engine. This engine excels more in terms of revs than in torque.
The front axle construction of the Ferrari F10, however, is somewhat different - there is no independent wheel suspension, but rather a continuous rigid axle that is slightly suspended.

Driving behavior:
Contrary to my usual habits, I run the Formula cars with a full set of magnets. The low weight combined with the high-revving motor results in impressive acceleration and a top speed that's almost impossible to achieve on normal home tracks. There, it seems sensible to slightly reduce the maximum speed (digital version) or the driving voltage (analog version).


Thanks to the rigid front axle, the running noise is quiet and the handling is very stable. However, as soon as you enter a corner a little too fast and the magnetic effect breaks off, the little Ferrari is almost impossible to catch.

Conclusion:
The trio is complete – from now on, you can recreate the World Championship battle between Ferrari, Red Bull, and McLaren at home. Technically, the Ferrari has slightly better capabilities thanks to its front axle design, and all three car types are equally pleasing to the eye.

Review by CoMod Carrera124 on the Carrera Evo/D132 Opel GT Steinmetz "Tuner 1"
(27326 and 30520)

"Only flying is more beautiful!" That's what Opel's advertising strategists used back then. And since then, it's been an unwritten rule that this famous saying is quoted in every article about the Opel GT. So, I've already fulfilled that obligation ;-)

Technical data:


Weight (digital vehicle, complete with magnets): 83 grams
Weight (analog vehicle, complete with magnets): 78 grams
Weight (body): 21 grams
Length including spoiler: 125 mm
Wheelbase: 76 mm
Track width (front axle): 54 mm
Track width (rear axle): 57mm
Other: analog vehicle without lighting

Overview of the color and country variants:

The Opel GT will initially be delivered in two design variants. A tuner version in dark blue metallic, available as an analog and digital vehicle, and a racing version, similar to the one used in various touring car races in 1972. The racing version will be produced exclusively for the digital range.

The model:

The basic shape of the Opel GT is well captured, the lines impeccable. And despite the thick, stone-like cheeks, the vehicle overall appears small and delicate, thus certainly living up to its true identity. Opinions differ on the color scheme – whether you like the metallic paint with the printed US flag or not is a matter of personal taste.

Also worth mentioning are the beautifully designed and finely perforated spoked rims.

The technology:

The chassis has all the features typical of new designs since 2009: the magnets are located inside, and removing them requires removing the motor and/or the circuit board. However, since the magnets are usually only removed once, I consider this effort justifiable. The front wheels are individually suspended, and due to tighter production tolerances, they wobble noticeably less than in last year's vehicles—for example, the Ford Capri.

The remarkable weight is 83 grams (digital vehicle) and 78 grams (analog vehicle). The weight difference is due to the absence of lighting in the analog vehicle. The body itself weighs only 21 grams.

The lighting is a disappointment, at least at the front. The LEDs shine everywhere except the front.

The driving behavior:

Let's get to the road test: the low weight combined with the small wheel diameters promises aggressive handling. Both magnets remain installed for now. With this setup, the GT handles almost like a GO!!! car on my test track – as long as my standard driving voltage is set, even K1 can be driven at full throttle without any problems.

In the next step, I removed the rear magnet. This makes acceleration a bit more aggressive, and creates a kind of controllable limit in the corners. However, the magnetic effect is still comparatively strong. Nevertheless, I decided to leave the center magnet in the car so that the digital switches can be taken safely and quickly. When the limit is exceeded, the rear end does break out, but the tendency to roll is very minimal. If you want to run completely magnetless, there's enough space in the chassis to attach trim weights.

Overall, it's a very lively, virtually foolproof vehicle, perfectly suited for the typical home track with tight curves and chicanes. For analogue use, it's a good idea to have a power supply with adjustable voltage on hand.

CoMod Carrera124

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Review by CoMod JoergW on the Carrera Evo/D132 Opel GT Steinmetz "Tuner 1"
(27326 and 30520)

Opel GT … the little man’s Corvette.

"Driving an Opel is like flying"... and in the extra-wide Steinmetz version it's even more fun.

As a design offensive for the otherwise rather tranquil and old-fashioned model range, the Opel GT was presented as a prototype to an astonished and skeptical audience at the International Motor Show in Frankfurt in 1965: in the design known as the "Coke Bottle Shape", with folding sleeping eyes and clear borrowings from the successful Corvette of the parent company GM.

The Opel GT was initially built in the Opel GT 1100 and Opel GT 1900 variants. The vehicle's development relied on proven modular elements. The floorpan, chassis, and 1.1-liter engine were taken from the Kadett B. The larger variant received a modified engine from the Opel Rekord, which also explains the dented hood.

More than half of the production was shipped to the USA, where it sold extremely well. This is certainly the reason why the successful model was discontinued without a successor. The little brother stole the mold from the big sister... the Corvette clearly took priority.

Optics:
The dark metallic blue paintwork of the Carrera model looks very classy and certainly more in keeping with a modern, restored version than a sports version from the early 1970s. The American flag on the hood cleverly draws a connection to the Corvette.
The yellow and black GT is, in my opinion, a well-executed version of the
Touring race car from 1972. All in all, a visually very appealing model, which, thanks to the new, flatter chassis and its stylish silhouette, appears very true to the original. Personally, I'm not so fond of the mirrors used.

Technology:
Independent wheel suspension in brass bushings, extended steering angle, and treaded tires with good grip. The digital model also features front and rear lights. The front lights in the radiator grille are used, as the night lights are retracted.

Processing:
The tires, which have quite good grip, sit relatively loosely on the rims. Gluing them on would certainly be recommended for longer use. The rims and axles are fine on both models.
Unlike other 1:32 scale vehicles, the GT is attached to the chassis at the rear with only a single screw. In terms of handling, the resulting ease of maneuverability should be neither advantageous nor disadvantageous.

Driving behavior:
Low, wide, with a relatively long wheelbase—what more could you want? With magnets, the GT is clearly superior to older 1970s cars thanks to its low profile and the extended pivot range of the guide keel. The inside lane on Turn 1 is no longer a nightmare.
For those who prefer magnet-free driving, both chassis offer space for custom-cut lead sheets from the roofing trade.

Conclusion:
Recommended as a supplement to the existing vehicle range of the 70s.
If you are looking for suggestions for other model variants, more photos or additional information, you can have a look here: http://norbert.opelgt.org/

Maybe we can get a bodyshell of the vehicle. Would it be worth it?! There are certainly plenty of design ideas out there.

CoMod JoergW

Test report by CoMod joergW for the Carrera Evo/D132 Audi R8 LMS Team Abt Sportsline 24h Nürburgring 2009 "No.100" and Audi R8 LMS Team Phoenix 24h Nürburgring 2009 "No.98"
(27321/27322 and 30514/30515)


The Audi R8 LMS was built by quattro GmbH with the help of Abt Sportsline according to the GT3 Group regulations and thus, alongside the well-known Porsche and the relatively new Scirocco, another member of the large VW family is at the start.

Since summer 2009, the 12 vehicles have been fielded by various racing teams in European GT competitions and the BF Goodrich Endurance Championship. At the 24-hour race at the Nürburgring, two teams each fielded two Audi R8 LMS cars, and one car finished second overall, behind a Porsche 997 GT3 RSR from the Manthey team. A successful start!

Power is provided by a 5.2-liter naturally aspirated V10 engine mounted in front of the rear axle. The direct injection system produces 500 hp (370 kW) and a maximum torque of 500 Newton meters. Power is transferred to the rear axle via a 6-speed sports transmission with paddle shifters. The standard all-wheel drive system in the R8 has been replaced by rear-wheel drive due to regulations. The chassis uses almost exclusively production components. Extensive safety features also ensure the highest level of passive safety.

In the fall of 2009, open sales to motorsport teams began. (Net price: €262,000) Add a few euros for racing paint, tuning parts, the right tires, etc. Starting with a 1:32 Carrera model is significantly more affordable.

Optics:

Both vehicles, now available as Evo models, have a really great, detailed
The overall look is impressive. Comparing the wheels with online pictures, they fit well and are largely true to the original. We'll see, maybe I'll get to see a real one this year. Black and silver and blue and yellow, colors that are easily recognizable on the racetrack, can also be used in a variety of racing series in the 1:32 scale.

Technology:
The continuous front axle has a bit more lateral play, but this can easily be corrected with clip-in plastic rings. Personally, it didn't bother me from a driving perspective. Due to the lack of lights, the clean chassis offers plenty of room on top for targeted lead tuning. The very forward-positioned rudder section features the new, significantly increased pivot range.

Processing:

The paintwork and printing are good. Only in the difficult area of ​​the light blue line that runs all the way around and separates the blue from the yellow area is a slight weakness noticeable. The lettering and advertising stickers are all very legible.

The front axle rotates easily, and the rims and axles are unproblematic. The tires are firmly attached enough to drive very quickly with the magnet even without glue. The tires' grip is okay.

Driving behavior:

The handling is, as expected, very unproblematic, as the width-to-length ratio and the other chassis geometric factors speak very much in favor of the vehicle, which proves true on the track.

Conclusion:

I don't think I have to be an oracle if I expect more variants of this model (especially since the 24-hour runner-up isn't included yet)!

CoMod JoergW

Test report from CoMod JoergW on the Carrera DIGITAL 124 Auto Union Type C 'No.33', AVUS 1937 (23750)

Germany in the mid-1930s : the people are marching towards their eventual doom under state control, but in 1937, they still have no idea. The emerging nation likes to present itself to the world in the scientific and technological fields. Victories, such as at the 1936 Olympic Games, demonstrate the supposed superiority of the nation, and this is expected to be repeated in automobile racing. General motorization at this time was rather insignificant and primarily related to motorcycles. A traffic census in Halle in 1937 showed that approximately 3% of the population commuted to work using "other means of transport," which also included automobiles. The bicycle was the number one means of transport even before the railway, but even then, motor racing attracted the masses. The rulers provide substantial financial support to the racing and development departments of Mercedes-Benz and AutoUnion, more or less equally, in order to ensure that, through constant internal competition, a German vehicle would always be on the winner's podium.

Since 1934, the recently founded AutoUnion, a merger of the ailing companies Horch, Wanderer, DKW and Audi, has been in a constant battle with the already established Mercedes-Benz brand for the top spots in the world championship races. Unlike Mercedes, AutoUnion relied on a 16-cylinder engine, which was initially positioned behind the driver. The Type C had between 520 and 560 hp from its 6-liter displacement. Other brands were practically relegated to the role of supporting actors during this time, and the 'silver vehicles' fought it out among themselves to almost every finish. The winning nation was almost already decided; only the question of victory for AutoUnion or Mercedes and the driver in the winning car was a fierce battle on the racetrack and added to the excitement of the races.

In 1937, the AutoUnion Type C, designed by Ferdinand Porsche, competed against the Mercedes W125 designed by Rudolf Uhlenhaut. In May 1937, the world's fastest 'Free Formula' race to date took place on the AVUS (Automobile Traffic and Practice Road), with Hermann Lang as the winner, driving the first fully faired W 125 (the type tested here as a Carrera model), achieving an average speed of 261.7 km/h. The AVUS had been rebuilt in 1937, and the old north curve had been replaced by a banked, 43.6° banked, brick-built curve. This was intended to enable even higher speeds on the track, which, with its two long parallel straights and the hairpin bends at the end, was reminiscent of a basic Carrera track. The planned modification of the south curve was never completed due to the war. The Mercedes with starting number 35 was driven by Remagen native Rudolf Caracciola, but retired during the race. The Autounion C-Type was driven by Italian Luigi Fagioli, who retired in the second heat. From the already well-known Carrera Exclusiv series, the Mercedes with starting number 36, originally driven by Manfred Brauchitsch, also retired. The Carrera Exclusiv AutoUnion No. 31, originally driven by Bernd Rosemeyer, who later lost his life during a world record attempt, finished in 4th place. The AVUS presented grueling conditions for both car and driver. The tires, in particular, sometimes only lasted 4-5 laps, which is why both designs feature inspection windows in their streamlined fairings for tire inspection. The body and engines were later completely redesigned, polished to a high gloss, and optimized for high speed. The windshield of the W125 was given a rounded shape, and at the end of October 1937, it traveled to Frankfurt for the ONS "Record Week." The familiar problem from the AVUS (German Automobile Association)—the W125's front end lifting—recurred again, and an additional 90 kg of lead was added to the front of the car, ultimately enabling the W125 to reach 397 km/h (246 mph). But AutoUnion, with its Type-C streamlined car, had already set the benchmark at 406 km/h (251 mph). Extensive aerodynamic measurements, improvements to the outer skin, and the elimination of cooling problems, as well as fine-tuning in all areas of the engine, resulted in the new W125 with a sensational drag coefficient of 0.157. Rudolf Caracciola set a new record with this record-breaking car on January 28, 1938, on the Frankfurt/Main-Darmstadt Autobahn: the "Flying Kilometer," with an average speed of 432 km/h (268 mph). This mark has remained valid to this day: it is the fastest speed ever driven on public roads.

The motorsport enthusiasm and the technical developments of this era compensated for other deficits and were specifically exploited for the aggressive expansion plans already underway. But now enough of the contemporary historical considerations; let's turn our attention to model racing and the two Carrera-style cars.

Carrera models Mercedes W125 and AutoUnion Type-C optics

The basic shape and vehicle types are already familiar from the Carrera exclusive program. The design is largely faithful to the original. The new D124 models feature several details that further enhance the attractive appearance. The silver paint of the new releases appears more natural depending on the lighting and is cleanly executed. Newly designed, finely detailed rims, starting numbers in vibrant red, and black, contrast-enhancing borders on the Mercedes, as well as the red design elements on the AutoUnion, make the vehicles even more appealing.

The tires used aren't 100% true to the original, but they seem to fit. The mechanics and handling are exemplary, and the models lack any lighting, which at least makes digital refueling a bit more difficult. But that's just the way it is. You can tell that the fuel is running low by the stuttering and slowness of the vehicles, as well as the intermittent counting of the tower.

The swing arm has a significantly longer guide keel compared to the Exclusive model, which is noticeable in the tracking. The extended rotation angle and the limited suspension of the guide keel improve handling with and without a magnet. The swing arm is mounted without an adjustable height stop and is therefore limited in its up and down movement. The front axle turns easily and has a long caster. The rear axles and transmission are well adjusted and run smoothly.

There is a positive amount of lateral play. The vehicles run significantly smoother than the first models and are easier to control. The axles and rims are flawless on both models; only the tire fit should be checked. Sanding the grooves is definitely recommended. With a full set of magnets, it takes some effort to unsettle the vehicles. Without magnets, the tires don't have optimal grip. This creates an almost historic driving experience. I find one or two center magnets and the rear magnet very convenient.

Tuning tires (okay, if they're available) are an alternative. Otherwise, you can certainly have exciting races here. But these fairly long vehicles are also perfect for simply cruising and drifting. The new, significantly improved chassis can also be mounted on the two streamlined bodies of the Exclusive series (be careful, these bushings don't have a brass core). This way, you can build a starting field of four cars without requiring any special painting or DIY skills.

Driving is always fun and racing with four silver vehicles, or perhaps a burgundy-red streamlined vehicle of Italian origin, is certainly fun.

CoMod JoergW

Review 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 and competed in the CanAm series in accordance with the regulations. Porsche, along with its partner Audi, had first entered the US in 1969 with the Porsche 917 PA, so they had a foot in the door and could use the new developments in the turbo-powered 917 series.

The successful Porsche 917/30s, with over 1,000 horsepower, failed to claim victory in Atlanta despite six victories in 1973. The Porsche 917/10, the previous year's CanAm winner, also won there. Mark Donohue, who also drives the Carrera model, won the CanAm. Several second and third places rounded out Porsche's triumph this year. Because people wanted to see American cars, the rules were subsequently changed in the CanAm, and Porsche was no longer allowed to compete with the winning cars.

At Talledaga, the car reached a top speed of 386 km/h, but the official record is 355.85 km/h. Shortly after setting this record, Mark Donohue crashed his Penske Formula 1 car at the Austrian Grand Prix and was killed.

Optics:
The paintwork looks very realistic and, of course, is easily recognizable thanks to the color scheme on the track. The vehicle appears very well proportioned. Upon closer inspection, small paint imperfections can be seen along one of the thin red dividing lines.
The dummy engine and suspension are detailed and actually quite protected. Only during crash races could there be some small fireworks. There are two small LEDs in the exhaust pipes, with another one positioned centrally above them. This "warning triangle" allows you to monitor the refueling process if you're standing at the track in the appropriate position.

Technology:
The front axle is split and rotates very easily in its original condition. Otherwise, the standard Evo/D132 engine is installed, which naturally raises questions about its equivalence to the McLaren M20. Unlike the McLaren, the Porsche doesn't touch the inside or outside of Turn 3. The wide tires offer decent grip and only require a brief edge break.

Processing:
No defects can be detected in the processing.

Driving behavior:
The 917/30 runs very quietly and unspectacularly. Unlike the M20, it's not quite as snappy and aggressive, but it handles quickly and confidently. Crashes are significantly less frequent with the 917/30, which allows it to compensate for the McLaren's slight speed advantage. If anything, you can dial the McLaren's speed down by 10-20%, but then it's also safer to drive. Exciting CanAm races are to be expected, although due to the production variation, the cars should be thoroughly tested and tuned to ensure a level playing field.

Conclusion:
I haven't enjoyed driving at high speed with a full load of magnets for a long time! I think a speed event as a team race with the Can-Am cars is really fun.

CoMod JoergW

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Review by CoMod martinmm on the Evo/Carrera D132 Porsche 917/30 Sunoco Porsche Audi No. 6 '73 (27327/30521)

In 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 7th – and also set the fastest lap. In the second race of the season, Road Atlanta, he finished 2nd, also setting the fastest lap. It's no surprise: The 12-cylinder, 5.4-liter turbo engine produced 1,500 hp at 2 bar of boost pressure on the dyno. In the race, they made do with 1.3 bar – which was still enough for a good 1,100 hp. Mark Donohue won the following six races of the 1973 season with the Porsche 917/30. Due to his overwhelming superiority, the Can-Am championship regulations were changed, making participation with this car impossible in 1974, the last year the Can-Am was held. In 1975, Mark Donohue set a new record with the 917/30 with an average speed of 355 km/h on the oval track in Taladega. But that's coming soon from Carrera...

Appearance and workmanship
The vehicle is faithfully reproduced. The paintwork on the large blue surfaces is very clean and dust-free. Only the huge rear spoiler appears slightly bent – ​​perhaps the two center struts are too long or are not embedded deep enough in the body due to the paint application. The wheels all run true, as far as can be seen visually. The separate front wheels are different, but both are relatively light: (The right one turns about 3-4 turns, the left one at least 10, I didn't count them. So, they're good enough.)

Technology
The vehicle is equipped with the standard E200 engine. The lighting, except for the exhaust light, which is used in the digital version to control
Of course, the vehicle does not have a brake light that serves to monitor the refueling process and at the same time replaces the brake light.

Front axle: independent suspension.
Weight: Body 30g, Chassis (without magnets) 65g

Driving test
I drove it on our 28m Carrera Club track. With magnets, the car adheres to the track as expected – even though you can even drift! The test without magnets seems more interesting and meaningful to me:

I lightly sanded the tires on a sanding board and slightly chipped off the edges. It took less than two minutes. The tires' grippy feel isn't deceptive: they have very good grip. Acceleration and braking are still OK—after all, the wheel diameter is quite large. Fast, controlled cornering is possible, and the car can also reach considerable speed on straightaways—although you need to cover a lot of straights. The low road noise is also very pleasant.


Compared to the McLaren M20:
My skepticism regarding the different engines and rear wheel diameters proved 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 due to its lighter weight. The Porsche 917/30 reaches a slightly higher speed. This allows for fairly balanced and exciting races without any tinkering (except for removing magnets and grinding tires). I definitely see potential for optimization in the Porsche 917/30's bodywork. A few more grams could/should be saved here.

As an addition, you could bring a Lola T260, Porsche 917/10, or a Shadow DN2, appropriate for the year. If you're not too strict about it, a Ferrari 512M, 612P, or 350CanAm would also be a nice visual addition.


CoMod martinmm

Review by CoMod JoergW on the Carrera DIGITAL 124/132 Position Tower
(Art. No. 30357)

If no lap counter is connected, the upper segment display shows the lap number of the leading vehicle. Since the segment display only has two digits, it displays up to 99. For laps from 100 to 199, one dot indicates the hundreds place. For laps from 200 to 250, two dots indicate the two-hundreds place.

A maximum of 250 laps can be shown on the display.

Example: 66. = 166 laps / 5.0. = 250 laps

CoMod Joerg

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Review by CoMod Carrera124 on the Carrera DIGITAL 124/132 Position Tower
(Art. No. 30357)

The position tower is also impressive in its size. This makes sense, since all drivers should be able to quickly and easily read their position.

The tower has seven displays. The top one has two digits and shows the number of laps completed by the leading car. The number of laps is not limited to 99 laps; two dots can represent up to 250 laps completed.

The six additional displays indicate which car is in which position in the race. The display is sorted not by vehicle ID, but by position. So, if car #3 is currently in the lead and car #5 is just behind, the top row displays a 3, and the bottom row displays a 5.
If desired, the positions of a ghost car (vehicle #7) and the pace car (vehicle #8) can also be displayed. This function can be switched on and off via a programming sequence in the control unit.

If more than six vehicles are on the road at the same time, including the ghost car and pace car, the last two vehicles can no longer be displayed on the position tower. However, if vehicles #1 to #6 are assigned a driver display, position 7 or 8 will be shown on it.

It is also possible to connect several position towers to a track so that the drivers – and possibly also spectators – can follow the race from different positions.

CoMod Carrera124

Review by CoMod JoergW on the Carrera DIGITAL 132 Ferrari 458 Italia (30539/30540)

So here we have the 2009 offspring of the Italian luxury manufacturer in 1:32 scale, and at first glance, it's nothing more than a Ferrari in a long line of Ferraris... I think that's exactly what it should be ;-)

The Ferrari 548 Italia was released in 2009 as the successor to the Ferrari 430. At just under 200,000 euros for a basic model, it naturally becomes a rather rare car. Its nearly 1.4 tons are powered by a direct-injection V8 engine with 570 hp, accelerating it from 0 to 100 km/h in 3.4 seconds, and ultimately reaching a top speed of approximately 325 km/h. Grip is provided by the 20-inch alloy wheels with tires measuring 235/35 on the front and 295/35 on the rear axle. The car is truly a hot machine, so all the vehicles had to be returned to the workshop. In some cases, the vehicles burned out because an adhesive used in the car ignited in the heat in the engine compartment.

Optics:
The two models, in Ferrari red and the yellow, also typical of Ferrari, are styled faithfully to the original. The printing with micro-lettering and emblems, as well as the paintwork, are clean and detailed. As far as I know, the cars haven't yet competed in any real racing series, but on the Carrera track, their understated racing look means they can easily be used in GT races. Racing with older supercars like Bond-Aston Martin, etc., would likely be significantly more difficult due to technical innovations in the chassis, but it's worth a try. That's irrelevant in the display case, and the new Ferrari 548 Italia fits in nicely. Brake calipers and perforated brake discs further enhance the look.

Technology:
The light on the digital versions appears quite bright and barely shines through from the sides. Otherwise, the extended rudder angle, which also has a positive effect on drifting behavior in this car, has been standard equipment for some time. The tires have sufficient grip even without any aftertreatment. Since the super-low-profile tires are very thin, special care is required when grinding and breaking edges.

Processing:
The wheels don't sit completely snugly in the wheel arches, but if you look at the photos of the real models, that's how it is in real life. The axles and rims rotate smoothly and smoothly. There's enough space in the chassis to accommodate rolled lead pieces. The sidepods, in particular, are ideal for this purpose. The front gets narrower and flatter, so you'll have to experiment a bit.

Driving behavior:
The handling is swift and unspectacular. The car runs quietly and is hardly disturbed, especially by magnets. With a few stickers and starting numbers, it could be turned into a nice race car. Given the real-life data, I wouldn't be surprised if one or two 548s make an appearance on the racetrack soon.

CoMod JoergW

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Review by CoMod Lotus of the Carrera DIGITAL 132 Ferrari 458 Italia
(30539/30540)

Fire under the butt

Yes! That's probably what you think of when you picture the Ferrari 458, introduced in 2009 and on sale since early 2010: 8 cylinders, 570 hp, 540 Nm of torque, a 7-speed dual-clutch transmission, and all that while weighing just 1340 kg. A car like that really sets fire to your ass. Unfortunately, it doesn't just do that figuratively, but also in reality, which is why it's now also called the "Flambéed Ferrari." Ten units have already gone up in flames.

Here is a video: Ferrari on fire! (More examples can also be found on YouTube.)

The cause of the spontaneous combustion is a special high-tech adhesive that secures a protective shield between the wheel arch cover and the engine compartment to protect the tires and body from the heat of the mid-engine. During extreme driving and high outside temperatures, the adhesive can evaporate and ignite. And just like that, €197,000.00 can go up in flames.

Now, the child in a man sometimes comes up with the stupidest ideas. Back in my youth, back in the blissful Carrera Universal 132 days, my cousin Frank and I once coated the cigar racing cars of the time with Pattex, lit them up, and raced them around the track. It smoked wonderfully. Of course, only in the garden; that would have been far too dangerous in the apartment. When I saw the pictures of the burning 458, I had an idea...

However, I immediately dismissed that crazy idea, because the new Carrera model is simply too valuable for that. The Carrera designers did an excellent job with the car; the proportions are perfect. The body is partially painted black on the inside so that the LEDs don't shine through (in the digital model). There's enough room in the chassis for lead fetishists, but the car handles perfectly even without lead. It doesn't throw you off track thanks to the very wide track and good grip. Personally, I like the yellow one better than the red one, although I agree with my colleagues: A racing version with war paint, this car would be a hit!

And finally, a word of caution, especially to the kids: don't do this with Pattex! It's too dangerous, and above all, it's a waste of time for the cars!

Test report from CoMod Lotus on the Carrera Evo/D132 BMW M3 GT2 Rahal Letterman Racing "No.92" (27319 and 30512)

The magic of racing

In the early 1970s, BMW founded a company in Munich whose initials are sure to make any fan of the Bavarian automaker's mouth water: M-GmbH! "M" stands for motorsport, and M-GmbH has and always has produced plenty of it: legendary vehicles like the M535i, M1, M5, M635I, and, of course, the M3. First released in 1986 as a particularly powerful version of the respective production model, the current M3 is now the fourth version of the 3 Series line.

Carrera has the No.92 version with the German driver Dirk Müller ( www.dirk-mueller.com) was launched, the No. 90 is piloted by Joey Hand.

The car is very faithfully reproduced; comparing the online pictures with the original, there are no defects in the printing. The white color makes it look great on the track, and the lighting also comes across well; nothing shines through anywhere. Personally, I would have liked the rims to be a bit bigger.

The chassis is tidy, leaving room for any lead tuning. Removing the magnets is a bit of a hassle these days, so I decided not to bother.

The car handles smoothly, corners well, and can even be drifted thanks to the large angle of the steering keel. However, if you approach the K1 too sharply, it can tip over, probably due to the independently suspended front wheels. However, you have to approach the corner very aggressively; in "normal" operation, the car is very docile.

Some more information about the model:

From the very beginning, BMW fielded the M3 in motorsport. The first version, the E30, was a homologation model for the DTM (German Touring Car Championship) and remains the world's most successful touring car to this day. The current E92 M3 series has been in production since fall 2007, and the racing version debuted in the M3 ALMS in early 2008. At 1,150 kg, the racing version is around 430 kg lighter than the production car and, thanks to the integrated spoiler kit, is also significantly wider.

In the 2009 season, the M3 GT2 will be used by the RAHAL LETTERMAN TEAM from Ohio, USA, in the American Le Mans Series. One of the owners of the team is the well-known American television presenter and fanatical car enthusiast Jay Leno (see his website www.jaylenosgarage.com is always worth a visit).

CoMod Lotus

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Test report from CoMod martinmm for the Carrera Evo/D132 BMW M3 GT2 Rahal Letterman Racing "No.92" (27319 and 30512)

My colleague Lotus has already covered the prototype car in detail. Therefore, I'll limit myself to the Carrera model.

Both test vehicles, the Evolution and the D132 version, are flawlessly built. The overall impression of the vehicle is very harmonious. Only a small compromise was made in the tire/rim sizes. The tires are a bit too thick compared to the original, but this benefits the race car by providing better damping.

The wheels sit just below the wheel arches, true to the original. Due to the independent suspension of the front wheels and the resulting play, they could almost drag in the wheel arches. This isn't the case with my vehicles – even though they're very tight.

For the test drive, I removed all the magnets.

The BMW immediately has good grip on the Carrera track. Sanding the rear wheels on the sanding board increases this grip even further. The car can be steered very controlled around corners, both large and small. With the appropriate driving experience, a tight 180° turn with a nice drift is also possible. Larger radii require a bit more finesse if you want to navigate them as quickly as possible. However, the excellent front axle guide keel adjustment and the large guide keel angle also forgive the occasional corner entered too quickly.

Overall, a car that's very docile and fast to drive out of the pit lane, even without additional traction. While the BMW has a slightly narrower track than the McLaren Mercedes, it can easily keep up with its excellent performance.

Those who are not concerned with absolute fidelity to the original can put together a very comparable mixed starting field with the McLaren Mercedes and the Audi R8 LMS, even in magnetless operation.

CoMod martinmm

Test report by CoMod Carrera124 for the Carrera Evo/D132 VW Scirocco GT24 24h Nürburgring 2009 "No.115"
(27316 and 30508)

The 24-hour race at the Nürburgring is not only a prestigious racing event; it is also a popular venue for testing new concepts under real-world racing conditions. And after the Volkswagen team had already achieved good results with conventionally powered Sciroccos in 2008, they also entered two natural gas-powered vehicles in 2009. Their bold reddish-brown color made these vehicles easily distinguishable from the familiar blue Sciroccos for spectators and fans. They finished the race in a respectable 17th place overall.

In addition to the design, the newly designed rims of the Carrera model are also striking. In terms of form and technology, however, everything remains the same, which isn't a bad starting point in the case of the Scirocco.

The chassis conforms to the 2009 standard and is a full-length front axle. With a full complement of magnets, it handles both smoothly and reliably, but even fans of low-magnet or magnetless slotting won't encounter any major problems. There's plenty of room in the chassis for lead trim.

A blue Scirocco is recommended as an equal opponent, because unlike the original vehicles, the miniatures naturally have identical engines – the well-known E200.

CoMod Carrera124

Test report by CoMod long for the Carrera DIGITAL 124 Porsche GT3 RSR Team Felbermayr Proton 2009 (23743)

Yes...one starts to rave and sing when one sees the first color variant of the Porsche GT RSR in the Felbermayr team livery.

Since I wasn't familiar with this version, I naturally looked for the original. I found it on the Porsche website under News – Silverstone. All I can say is: superbly executed, everything about it is absolutely perfect! Note the wheel hub details, one side red, the other blue. Just like with the Flying Lizard, the interior is also beautifully executed.

I won't go into all the new features of the chassis, you can find them in detail in my report about the Flying Lizard: 'is all the same'

For me, this is another great version of the Porsche. It's really hard to say which of the two is the prettier. For me, it's a clear tie! Both perform so well on the track that you can't beat either one. What an asset to the GT series.

Anyone with a bit of craftsmanship can customize the two sister cars with little effort and paint. Whether it's the Flying Lizard or the Felbermayr, the differences are minimal: starting number, driver name, mirror and window bands. Even with the bodyshells, you have all the decorating options.

There can certainly be other variations of this.

CoMod long

Test report by CoMod JoergW on the Carrera DIGITAL 124/132 electronic lap counter
(Art. No. 30342)

If you have an electronic lap counter, you can install it next to the control unit and connect it to the control unit. However, this will override the lap counting of the position tower. The lap counter is the sole boss in the ring.

The tower's displays then exclusively cover the positions of the cars in the race. The lap counter counts everything else, such as the number of laps, best times, and overall times. Since the lap count is recorded at different points in this combination, displaying the same values ​​on both instruments could potentially result in discrepancies and thus unnecessary discussions.

A possible redesign of the lap counter would make it possible to standardize the counting by connecting to the same measuring point. However, I think the current solution is quite satisfactory for now. Pace Car and Autonomous are not displayed on the lap counter because it only manages six vehicles, and the two vehicles are coded as 7 and 8, respectively.

CoMod Joerg

Review by CoMod martinmm on the Carrera D132 McLaren M20 '72 Roy Woods Racing "No.73", '73 (30524) and Carrera D132 McLaren M20 '72 McLaren Cars 'No.5', '72 (30523)

With Briton David Hobbs at the wheel, the McLaren M20 achieved some notable results in 1973, including a 4th place at Road Atlanta and a 2nd place at Watkins Glen. The car was equipped with an 8-liter Chevrolet engine.

The vehicle was taken over by the McLaren team with which Peter Revson competed in the 1972 season.

From a normal viewing distance, the Carrera model makes a very harmonious impression. The cockpit, although very flat, still features the hint of the driver's legs, looks very true to the original. For my taste, however, it could have benefited from a few more printed details, especially on the mock-up engine. The huge intake funnels are very realistically reproduced, and the varying lengths and angles are true to the original and were designed to prevent the carburetors from sucking air away from each other. Overall, the high-gloss black paintwork is very cleanly executed – the white of the main sponsor and the starting number is completely opaque thanks to pad printing.

The "No. 5" was driven by Dany Hulme for the McLaren team in 1972. He achieved two victories with this car that season: at Mosport and Watkins Glen. However, he had little chance against the turbo engines of the Porsche 917/10.

The orange color is very well captured; overall, the vehicle gives a visually high-quality impression and is easily recognizable on the black Carrera track.

Not entirely historically accurate, but next to the blue Sunoco Porsche 917/30, it certainly makes a great picture on the track. It's almost reminiscent of the classic Universal base set with the orange Ferrari and the blue Porsche 908/3.


Technology
For space reasons, the vehicle is equipped with a narrower engine, similar to the one found in the KTM XBow. Naturally, the vehicle lacks any lighting, except for the exhaust light.

Front axle: independent suspension.
Weight: Body 20g, Chassis (without magnets) 60g

Driving test
I wipe my test track with a damp cloth before each new vehicle and then dry it. This way, I always have relatively identical/similar grip levels for comparing tires.

Only with a center magnet: the wide rear tires and the expected high level of grip weren't there – quite the opposite. It was very slippery, even compared to cars equipped with narrower tires, like the Scirocco. When I visually tested them on the surface plate, it quickly became apparent that only a small section of the wheels were touching the road. So I patiently sanded them on the sanding board until they were flat and fully in contact with the track. Then the result looked completely different! The small motor offers good torque and excellent braking power. Corners can be taken quickly – but with care, as the large rear spoiler adds a considerable amount of weight behind the rear axle, causing the rear to easily swerve.

The handling was similar without the additional magnets. With feeling and a little practice, you can handle it well. The McLaren is very light at the front, which causes the sliders to lift the car slightly. I solved this by cutting off the front ends of the sliders. The contact is still sufficient, and the car now sits even better in the slot. When operating without magnets, for optimization, you should
add some weight, e.g. in the form of lead.

The McLaren M20 is a very welcome addition to the car lineup. Visually, it's exemplary. For driving without magnets, significant handling improvements can be achieved with simple adjustments.

The 'Orwell Supersports Cup' series is held at various classic car events, such as Hockenheim or the Nürburgring. You can still experience these vehicles live there. The sound from the up to 10 liters of displacement is simply unique!

CoMod martinmm

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Review by CoMod Lotus of the Carrera D132 McLaren M20 '72 Roy Woods Racing "No.73", '73 (30524)

Yes we Can-Am

'Oh my God!' you're probably thinking, does he have to parody the American president's platitude now? But honestly: I'm thrilled that Carrera is bringing out some of the '70s Canadian-American Challenge Cup (or Can-Am for short) cars. I've always found those door wedges absolutely fascinating. An amateur racer from our neighboring county drives two Can-Ams, among other cars! Whenever I drive past his dealership on my way to work, his Lola T222 and his McLaren M8F are in the window.

Before me now stands the newly released McLaren M20 from the "Roy Woods Racing" racing team. The car is better known under its sponsorship, Carling, a long-established Canadian brewery. While the M20, released in 1972 as the successor to the M8F, was never truly successful, as the McLarens, which had dominated the Can-Am series since 1967, were simply no longer able to cope with the dominance of the Porsche 917 "Panzers" from 1972 onward, with the black Carling Black Label, they at least had one of the most beautiful cars in the field.

The black racing car impresses at first glance: clean printing and a beautifully designed rear end with delicate chrome struts. The rear spoiler is best left uninstalled (it's just plugged in), and reinstalling it is a bit fiddly. What doesn't quite convince me visually is the high silver driver's seat, but technically, it was unfortunately impossible due to the circuit board underneath. The car handles well thanks to the wide track and tires. However, the tires could have a bit more grip. If you want to trim the car with lead, there's plenty of room in the sidepods.

As a special gimmick, the car has lights on, or rather in, the exhaust. The red lights are meant to simulate the McLaren's signature exhaust glow. It's a completely different experience for night racing.

Conclusion: A very successful racing car. And above all, it's true to scale in 1:32!

CoMod Lotus

Test report by CoMod Carrera124 for the Carrera Evolution/DIGITAL 132 BMW M3 GT Rahal Letterman Racing Team No. 90
(27320/30513)

Since 2009, racing legend Bobby Rahal's team has been competing with two BMW M3 GT2s in the American Le Mans Series, abbreviated ALMS.

The sister car with starting number 92 has been on the Carrera tracks of the world for some time now, and now the car with starting number 90 is also rolling onto the track.

As is often the case with cars from the same racing team, the paint schemes of the two cars differ only slightly. The most obvious distinguishing features are the differently colored rear spoiler and the missing red-violet-blue stripes on the front fenders. Technically, there are no surprises; both released design variants are technically identical. This means that the analog vehicle weighs almost exactly 100 grams, which makes the BMW no lightweight, but not necessarily overweight either. The front wheels are independently suspended. I'm not a fan of this design, but it works quite well here. I always remove the rear magnet; the center magnet remains unchanged. With this setup, the BMW is quite fast and at the same time docile. The achievable lap times are even better than, for example, an Audi R8 LMS. However, the independent front suspension causes a somewhat "rattling" driving noise.

In direct comparison, the vehicles with a rigid front axle are noticeably quieter. If that doesn't bother you, the BMW M3 GT2 is a car that's both fast and compliant.

CoMod Carrera124

Test report from CoMod JoergW on the Carrera Evo/D132 BMW Z4 M Coupé Dörr Motorsport No. 169 (27314 and 30505)

Pure excitement in 1:32 scale? Here's the answer:

Optics:
The Carrera model's black paintwork with white sponsor logos and design applications looks very realistic and, despite the dark base color, is very visible on the track.

Technology:
The Z4's front axle is continuous and rotates very easily out of the box. I didn't need any modifications.

Processing:
The rims and axles are fine, so there's no need to worry about any problems during the test. The tires... oops, something's different! What to do? Get an older Z4 version! ...and sure enough, the test version has significantly softer tires. The tires are relatively loose, but they didn't shift during the approximately 1 km long-distance test. Gluing them on is possible and essential for grinding the tires, but not necessary for the average driver.

Driving behavior:
The Z4 drives smoothly and very quietly. Other models are significantly louder. The tires have good grip, and control of the car is very good on all types of roads. In the test, it ran at 14.4-14.8 volts and magnetos, which is probably what most people drive at home.

For those who prefer magnetless driving, the chassis offers a bit of space around the front axle, the sidepods, and the engine bay for custom-cut lead bars from a roofing supply store. Wheel weights are very tight, so they're not recommended here.

Anyone who, like me, has never actually sat in the cockpit of a BMW Z4 from the Dörr team can at least get a good impression here.

http://de.sevenload.com/videos/0KK7S0j-Onboard-BMW-Z4-Doerr-Motorsport

The only reason to put the Z4 in the box on test night is... the McLaren M20, but that's another topic.

Conclusion:
Maybe we can get a bodyshell of the vehicle...it would be worth it. There are certainly plenty of design ideas out there.

CoMod JoergW

Review by CoMod martinmm of the Carrera DIGITAL 124 Bill Thomas Cheetah Vintage GT Challenge (23744)

Chevrolet CEO Ed Cole enlisted renowned Corvette tuner Bill Thomas to develop and build a GT car that would rival the then-mighty Cobra. Together with Don Edmunds and Don Barth, Thomas soon created the first drafts of this vehicle. Equipped with a 550-hp Chevrolet small-block engine, the Cheetah weighed 500 kg less than the Cobra. In sprint races, the Cobra no longer stood a chance. Ralph Sayer reached top speeds of up to 346 km/h – with the small-block engine!

In circuit racing, however, things were quite different: due to the soft frame and the very low weight compared to the power, material problems quickly arose. In addition, the interior overheated so much due to the side exhaust pipes and the engine positioned so close to the driver that many drivers suffered fainting spells. This earned the Cheetah the nickname "the mobile grill." Due to a change in homologation by the FIA ​​in 1964, which now stipulated the production of 1,000 vehicles in the GT class, Chevrolet cut off Thomas's funding, and he was thus no longer able to further develop the Cheetah. The Cheetah was now entered in other classes, where, despite its high performance, it stood no chance against the Chaparrals and Lolas. A fire in the factory in 1965 dashed Thomas's dreams of achieving the originally targeted number of 100 vehicles. Therefore, only three vehicles with aluminum bodies and approximately 13-20 with fiberglass bodies are known. Nevertheless, the Cheetah enjoyed great popularity!

The American slot car manufacturers COX and Strombecker produced this car in both 1:32 and 1:24 scale and had it in their product range for many years. Carrera was also planning to bring this car to market. A 1968 advertisement depicts it with a vacuum-formed body. The body is apparently based on the COX Cheetah. One reason why Carrera never brought this car to market could be that by the time the Carrera 124 was launched, the slot car boom in the USA was already in decline, and Carrera may have been targeting the American market with this car.

It is all the more pleasing to hold this vehicle in our hands now, over 40 years later, in outstanding optical quality from Carrera.

Technology:
The vehicle is equipped with the latest D124 chassis generation. The center and rear magnets are mounted on the chassis and can only be accessed by removing the body. The body is attached to the chassis with six screws, two of which are located under a flap at the rear. Both axles and the wheels all rotate very smoothly. This is probably also due to the new rim design. The rim now consists of a one-piece rim body and a rim insert. The body consists of three parts: the rear, the rear underbody, and the long front. The front/hood extends to the center of the vehicle. This design allows for various variants of the hood. The rear and front are firmly welded together from the inside.

Optics:
A dream come true for enthusiasts of this car! Perhaps this outstanding realization will also bring the car closer to slot racers who were previously unfamiliar with it or were afraid of the effort of buying it as an expensive, limited-production kit and building it themselves. The dividing lines of the doors, visually enhanced with a darker shade of red, are beautifully presented. The lack of a spare wheel in the rear of the interior is striking; this was a requirement of the current owner, Mr. Boyce.

Driving operation:
In their original condition, with their full magnet load, they run like they're on rails. There's hardly any room between cornering at the limit and flying off the ground. Despite the huge diameter of the rear wheels, the vehicle is very powerful.

Without magnets: the lack of tire grip becomes noticeable. The car drifts heavily in corners. Acceleration is also poor. This can be remedied by surface grinding the rear wheels. All you need is a sanding pad and patience. Once again, operation with the two outer center magnets proved to be very effective. This gives the car good grip without appearing magnetized. It can be drifted in corners in a controlled manner, with a very wide acceleration limit. The large rudder angle makes it almost impossible to get it off track. On the large club track, the little Cheetah also reaches an enormous top speed. This setup is a perfect match for the Corvette GS.

The logical addition to the Cheetah in the Carrera program for 2012 would be the Cobra.

CoMod Martinmm

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Review by CoMod Carrera124 for the Carrera DIGITAL 124 Bill Thomas Cheetah Vintage GT Challenge (23744)

Technical data:
Weight (complete vehicle with magnets): 210 grams
Weight (body): 50 grams
Length including spoiler: 157 mm
Wheelbase: 95 mm
Track width (front axle): 70 mm
Track width (rear axle): 82 mm

Overview of the design and country variants:
The red version is currently in delivery and also in the basic package Carrera DIGITAL 124 Titans of Racing included. The silver version will be released later and will only be available as a standalone vehicle.

Story:
In the 1960s, things were wild on the racetracks of the world: Cobras, Jaguars, and even Bill Thomas' Cheetah swept across the racetracks. And although its racing success was limited, there were many slot car manufacturers at the time that included this car in their range, both in 1:24 and 1:32 scale. Sometimes a spectacular appearance was enough to make a lasting impression. At the end of the 1960s, Carrera also considered producing a 1:24 scale Cheetah. There was even a corresponding deep-drawn body mold (source: "Carrera 160 - 132 Universal - 124 - Jet", mekCar-Verlag, page 44). Ultimately, however, the model did not go into series production, presumably due to the numerous models from competitors.

Barely 40 years later, this gap has now been closed: the Carrera Cheetah in 1:24 scale has become a reality.

Optics:
The body appears to be an aggressive powerhouse. It feels almost as wide as it is long. The overhangs at the front and rear are very narrow, so overall, the body isn't stretched over the mechanicals more than necessary. But as small as the body is, its shape is just as complex: Due to various undercuts, the body is assembled from several components that are bolted together with struts. While this increases the weight, it results in a body that is just as stable as you'd expect from a Carrera. The attention to detail is also excellent: the chrome-plated air cleaner cover is a real eye-catcher, and the rims also look impressive.

However, separating the body from the chassis requires a trick: the four body screws on the underside of the chassis are quickly located and unscrewed. At the rear, behind the rectangular cover, however, there are two more screws that also need to be removed. Only once this hurdle has been overcome does the chassis reveal itself.

Chassis:
Just like with the Porsche 911 GT3 RSR, we come to the interesting part here: the new 2010 chassis generation. In principle, the revisions are similar to those of the smaller 1:32 scale model during the transition from the 2007 to the 2009 chassis generation. Retaining the tried and tested, removing the superfluous. The result is a relatively straightforward chassis. Compared to the Porsche 911 GT3 RSR, there are a few further improvements. In detail:

- 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 to the road surface at all times. On the Cheetah, the swing arm is slightly shorter than previously known due to the smaller installation space and wheelbase.

- 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 car.

- The center magnets are inserted from the inside, and the corresponding bracket is conveniently bolted to the engine mount. This saves screws and weight. Unlike the Porsche 911 GT3 RSR, however, the chassis here is completely closed at the bottom.

- 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 also embedded in the chassis from the inside. It's held in place by a spacer from the engine. I also like this solution better than the one on the Porsche 911 GT3 RSR.

- 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):
There's nothing spectacular to report here. The magnets' holding power is high, and drifts at the limit are practically nonexistent. Anyone who enjoys driving their vehicles with magnets shouldn't have any complaints about the handling.

Driving test (without magnets):
Removing the rear magnet is easy: remove the engine and transmission block, briefly turn the chassis over, and you're done. Removing the center magnets, however, is a bit more fiddly, but this isn't due to the new chassis concept. Rather, it's the Cheetah's short wheelbase that causes the digital circuit board to partially cover the magnets. Therefore, you should also loosen the digital circuit board slightly, then the center magnets can be easily removed (Note: for example, in the streamlined Maserati, removing the center magnets is much easier due to the longer wheelbase). Once you've completed this procedure, nothing stands in the way of your drive. And just like with the Porsche 911 GT3 RSR, the new chassis concept shows its best side here too. Solid roadholding, stable cornering, good acceleration. If desired, almost any drift angle can be achieved in the corners. It takes a lot of intent to throw the car out of the corner. Due to its short wheelbase, I think the Cheetah is more suitable for smaller courses, where you can take full advantage of its maneuverability.

Conclusion:
I'll be honest: slot cars based on the '60s usually leave me cold. The Cheetah is no different, but the new chassis concept gives the car surprisingly good performance.

CoMod Carrera124

Test report by CoMod Lotus for the Carrera DIGITAL 124 Maserati 4CL-1500 'No.38', Tripoli 1939 (23749)

What do you write about a car you have no information about?

Two pictures online; that's all I could find about the Maserati 4CL 1500 Streamline. One from the front, one from the back. Also, the information that the car started the 1939 Tripoli Grand Prix and, with Luigi "Gigi" Villoresi at the wheel, was in the lead, but then retired due to engine problems. Incidentally, the same happened with two of the three other Maserati 4CLs that started (though these didn't have streamlined bodies).

There was probably only one race with this body, and the car was probably rebodied immediately after the race. Now, of course, one could spend a long time with a general report on the streamlined cars of the 1930s and the dominance of the racing cars from Auto Union and Mercedes. But I'll spare you that and refer you to the excellent report by CoMod Jörg on the two Silver Arrows mentioned above. The history of pre-war motorsport couldn't be summarized any better.

So let’s write a few words about the model itself.

The Maserati is the third model in the streamlined series and complements the two aforementioned German models in every respect. The car is visually very well executed, as far as one can judge from the sparse images. The only difference, in my opinion, is that the driver sits a bit high.

The wheel covers are also removable, but have a different locking system than the silver ones. What I particularly like are the prototypical treaded tires. The '38' has the new 124-inch chassis with internal magnets (which can be easily removed if necessary), the new swing arm with the wider pivot angle, and the fully enclosed chassis.

The vehicle weighs 179g including magnets. The weight is well distributed, allowing for very smooth driving. However, you should be aware that the streamlined Italian car handles quite differently than, for example, the new Porsche 911. The Zuffenhausen-based car practically sticks to the track, while the 4CL requires a bit more effort to drive. But that's exactly what makes this car so much fun!

Even though the 4CL never won a pre-war race against Mercedes and Auto Union in real life, it is a worthy opponent on the Carrera track!

CoMod Lotus

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Review by CoMod martinmm of the Carrera DIGITAL 124 Maserati 4CL-1500 'No.38', Tripoli 1939 (23749)

For the fast Tripoli race track, Maserati had fitted a 4CL from the 1.5-liter Voiturettes category with a streamlined body. The race was also announced for smaller cars at short notice in 1939. Luigi Villoresi was at the wheel, and he reached a top speed of 170 mph with this car. However, the Maserati did not make it to the finish line due to a broken piston. High-speed tests were also conducted with the Maserati on the motorway near Florence.


Technology:
The vehicle features an identical new chassis design to the two silver streamlined vehicles. The track width is almost the same, and the wheelbase is slightly longer.

Optics:
The otherwise very petite 1.5-liter Maserati 4CL appears quite large due to its distinctive, streamlined body, but it is actually quite a bit smaller than the Mercedes W125 or the Auto Union. The narrow wheels are almost the size of bicycle tires. The driver's head is very finely crafted with a leather cap. Overall, the driver appears somewhat undersized. If you remove the front wheel covers,
This creates a very different visual impression of the car, which I personally like better.

Driving operation:
Driving with the full magnet load is almost identical to the two silver streamliners. The Maserati is even a bit more agile, which is probably due to its 30g lower weight. For a direct comparison, I removed the rear magnet and the middle of the three center magnets and added an additional 10g of weight behind the swing arm. Despite the thin tires, the car has surprisingly good grip and can be driven very quickly around both small and large corners.

A very exotic vehicle that has only been used in a race in this form once. It looks great in a display case, although its superb handling naturally means it belongs on the track.

CoMod martinmm

Test report by CoMod joergW on the Carrera Evo/DIGITAL 132: Ferrari 599XX 'As seen at Geneva Motorshow" and Ferrari 599XX 'Homestead 2010'
(27335, 27336/30532, 30533)

With the Ferrari 599XX, Ferrari launched a weight-reduced racing version of the twelve-cylinder 599 model, which was released in 2006 as the successor to the Ferrari 575, in 2009. It was limited to 30 units and cost more than a million dollars. It produced 537 kW (730 hp) at 9000 rpm.

To demonstrate the potential of the Ferrari 599XX, with its Active Flow system for electronically fine-tuning air resistance and aerodynamic underbody structure, the Italians raced the sports car around the Nürburgring Nordschleife. The clock stopped after a record time of 6 minutes, 58.16.

I'm curious to see when and where I'll get to see a car like this in person!

Optics:
The two models, in dark blue and a vibrant red, appear true to the original. The printing and paintwork are clean and richly detailed. As far as I know, the cars haven't yet competed in any real racing series, but on the Carrera track, their understated racing look makes them easy to use in GT races, in the 1:32 endurance cup series, or in direct duels with the McLaren GT. One shouldn't be more Catholic than the Pope, because anything goes if it's pleasing and works together harmoniously. The red 'outer packaging' with the Ferrari logo is a nice touch and immediately sets the Ferrari apart from the crowd of other cars.

Technology:
The light appears quite bright and barely shines through from the sides. Otherwise, the extended rudder angle, which also has a positive effect on drifting behavior in this car, has been standard for some time. The tires have sufficient grip; a quick grind and cornering is recommended, as always.

Processing:
The wheels sit snugly in the wheel arches. The axles and rims rotate smoothly and smoothly. There's enough room in the chassis to accommodate rolled lead pieces. The A-pillar of one vehicle was slightly out of alignment, but it was easily pushed into place because the upper parts of the body aren't cast in one piece with the sides and front end.

Driving behavior:
The handling is smooth and balanced. There are no noticeable ups or downs, allowing the vehicle to be driven quickly and safely.

Test report by CoMod Carrera124 for the Carrera D132 Audi A4 DTM 2008 Audi Sport Team Abt "T.Scheider"
(30531)

Timo Scheider achieved what few racing drivers manage: he has been considered a perennial talent for years, and he proved this in 2008 when he clinched the DTM championship title. Not only that, but he even successfully defended his title the following year. Apart from record champion Bernd Schneider, no other DTM driver has achieved this feat.

And so it now stands on the racetrack—the championship-winning car of the 2009 DTM season. Compared to the real thing, however, the model necessarily differs in some details, as it still uses the 2008 body style. The most obvious difference, of course, is the rear spoiler.

So, anyone who values ​​1000% authenticity will find something to complain about with this car. Everyone else can look forward to another successful version of the Audi A4 DTM.

In terms of handling, everything remains the same – among all vehicles with the older chassis generation, the Audi is still one of the better designs. The softer version of the return spring is installed on the guide keel, which allows for smooth cornering.

CoMod Carrera124

Test report by CoMod JoergW on the Carrera DIGITAL 124/132 Driver Display
(Art. No. 30353)

First of all, every vehicle should have its own driver display, otherwise
you cannot use the functions sensibly.

Five green double LEDs and two red double LEDs not only add a showy touch, but also allow you to plan your refueling stop well in advance and execute it with precision. If you also keep track early, you might just need a splash-and-go to win. Jump in, briefly press the switch button, 1-2 green segments, and if you make it to the finish line, you've done everything right!

The driver display allows you to display up to 10 pit stops, which could certainly be incorporated into the race regulations. To do this, you need to test how many laps you can complete without refueling, convert that to the race distance, and specify one or two more refueling stops! And then you have to look and think, not just be fast.

CoMod Joerg

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Review by CoMod Carrera124 on the Carrera DIGITAL 124/132 Driver Display
(Art. No. 30353)

The Driver Display has the following displays:

the number of refueling stops made (up to 10)
the tank contents (in 7 segments)
the position of the vehicle in the race

Control elements, however, are hardly necessary; only a small push button allows you to set the address of the corresponding vehicle on each driver display. This assignment remains even when the control unit is turned off.

Important: If you don't set the vehicle's fuel level to the maximum via the control unit, all segments on the Driver Display will always light up at the start of the race. However, fuel consumption will be higher! This means the display will approach the "reserve" level correspondingly faster.

If the fuel function is not used, the fuel gauge acts as a kind of "tachometer", i.e. it shows the current position of the hand controller.
However, each vehicle requires its own display. The integration of the display into the verge is visually very successful.

It's also not absolutely necessary to install the driver displays near the control unit. The displays are sufficiently large and bright, so they can also be easily mounted on the back straight.

CoMod Carrera124

Test report by CoMod Carrera124 for the Carrera DIGITAL 124/132 edge strip connecting piece (Art. No. 30358) and edge strip adjusting piece (Art. No. 30359)

Edge strip connecting piece

The edge strip connector is required if you don't want to connect the accessory directly to the adapter unit, but want to place an edge strip between them. It is half the length of the connecting line. For secure electrical contact, the track section connectors must also be used in the transverse direction.

Edge strip compensation piece

At first glance, it looks exactly like the previously described connector, but it doesn't have an electrical connection. So, it's only needed to close any gaps that may have formed.

CoMod Carrera124

Review by CoMod Mike... of the Carrera D124 Chevrolet Corvette Grand Sport Mecom Racing Team, Sebring 12h 1964
(23748)

With starting number 2, another variant of the Corvette Grand Sport, which competed in the 12 Hours of Sebring in 1964, is now coming to the Carrera track.

This is chassis #003 of a total of five original Chevrolet GS racers. Chassis #003 was one of three cars driven by Jim Hall at the 1963 Bahamas Speed ​​Week in Nassau, and a year later by AJ Foyt and John Cannon at Sebring. Pictures from 1965 show chassis #003 in a different paint scheme, but it was recently restored to its 1964 Sebring-style condition!

So... the positive first ;-)
There's finally an increased angle of rotation for the guide vane with the new color scheme. The swing arm says Rev. 2, and as you can see in my photos, the angle of rotation is significantly increased! This is hardly noticeable on the Carrera track with the original magnets, of course, but on the wooden track without the magnetic wire, the Corvette now drifts smoothly around corners and doesn't get swayed if you overdo it a bit!

Visually, there's almost nothing to criticize... but unfortunately, the blue tire ring on my front tires wasn't printed concentrically. There's also room for improvement in the headlight paint job, or rather, the difference between the paint job on the center strip and the headlights. Here, the body paint job isn't as opaque as the headlight paint job! Unfortunately, we've seen this on some older models, and it's certainly due to the different plastics and coloring.

Otherwise, the scratch on the roof that you might see is mine - Carrera can't do anything about that ;-)

All in all, the new swing arm definitely impressed me in my short test... that's a clear improvement!

CoMod Mike...

Review by CoMod martinmm on the Carrera D124 Ford GT40 MKII Sebring 1966 "No.2"
(23746)

The third color variant of the Ford GT40 MKII is the car entered by Shelby American Inc. in the 1966 12 Hours of Sebring. Drivers were Dan Gurney and Jerry Grant. However, the car never finished the race.

The Carrera miniature is very faithfully reproduced. Only the Good Year logos had to be improvised for licensing reasons, but this doesn't detract from the overall impression. Nevertheless, it does raise the question of whether the logos shouldn't perhaps be omitted entirely.

The technology is identical to the two versions released in 2009. The improvement to the front lighting is striking, and it's now significantly brighter.

Let's hope that Carrera will release one or two more color versions of this classic.

CoMod martinmm

Test report by CoMod Lotus on the Carrera Evo/D132 Ford Capri RS3100 IMSA 1974
and the Ford Capri RS "Tuner 3"
(27315 and 30506/30507)

And another racing Capri…
As beautiful as the Ford Capri RS3100's bodywork is, the designer has a fundamental problem with the car: as a pure racing version, the car is only ever known in one livery: white and blue. The classic, that is, the one Klaus Ludwig drove. Blue underneath, white on top, with racing stripes all around. While it was also available in different starting numbers, that would be rather monotonous on our Carrera racetracks.

As a FORD fan, I'm all the more pleased that Slottus, our Carrera designer, has unearthed a race car that stands out from the rest: the dark blue RS of the Horst Kwech/Harry Theodoracopoulos team, used in the American IMSA racing series. The pair's best finish in 1974 was second place at Laguna Seca. However, the rest of the season wasn't particularly successful.

In this respect, it is an irony of fate that this version, of all things, is now receiving belated recognition.

A tribute to the Universal…
CoMod Mike probably thought something similar when he first saw the new Ford Capri Tuner 3. The metallic red Cologne-colored car also strongly recalls one of the rarest and most expensive vehicles from the old Carrera Universal range: the red Lexan Capri.

You might still be able to find the blue RS, but the silver or red ones are unlikely to be.

Of course, the new RS3100 with the white racing stripes is no comparison to the Uni, but you can also drive the car around corners without restraint (something you would probably never do with its outrageously expensive Uni counterpart).

Visually, the car is a feast for the eyes; a brilliant paint job makes it truly stand out among other Capris. A little detail: Check out the driver's physique! He's got a mustache and a mullet! It doesn't get more '80s than this!

CoMod Lotus

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Test report by CoMod Mike... on the Carrera Evo/D132 Ford Capri RS3100 IMSA 1974 and
the Ford Capri RS "Tuner 3"
(27315 and 30506/30507)

Who still remembers the finish of new Lexan bodies from the Universal or 124 series by Carrera from the late 70s???

When you hold a non-faded example in your hands, it's a superb paint job, especially in the red tones, which remained unmatched for me for a very long time. Until Carrera celebrated the "candy" paint job on their tuner models!

Say what you will, but no matter what car it is, that candy-wrapper shine on the body is simply mouth-watering ;-) Pair it all with the white rally stripes, and the car has you raving again! Keep it up, this paint job is simply brilliant!

In addition to the tuner version, there's also a new variant for race fans. Unfortunately, it's only for the D132 community. The 1974 IMSA version features authentic yellow headlights, which add a touch of variety. The paint job is flawless in this version, too, and my two test cars had perfect concentricity for their plastic rims.

Starting this year, the Evolution version will be delivered without lights, which some people will certainly find a shame. However, Carrera is clearly reflecting this reduction in parts in the price. Perhaps a welcome change for some strapped wallets!

CoMod Mike...

Review by CoMod Lotus of the Evo/Carrera D132 Red Bull RB5 'Sebastian Vettel No. 15' (27324/30517)

2010 marks Red Bull Racing's sixth year competing in F1. The team is owned by Austrian "Didi" Mateschitz, who launched the energy drink Red Bull in Europe and became a billionaire in the process.

The Austrian Formula 1 racing team, based in Milton Keynes, England, began sponsoring the Swiss Sauber team in 1995, but ended its involvement at the end of 2004 after acquiring the British Jaguar Racing team. Since the 2009 season, Australian Marc Alan Webber and German Sebastian Vettel have driven for the racing team.

Carrera's new Formula 1 car is the car of the 2009 season, the Red Bull RB5 (RB5 stands for the fifth racing car since the team's founding). The original has been powered by Renault engines since 2007, and the RB5 features the familiar 2.4-liter V8. This meant that the Red Bull team was significantly more successful than the Renault team itself in 2009; the French team only managed 8th place in the Constructors' World Championship, while the Austrians finished second.

The vehicle presented is Sebastian Vettel’s company car. http://www.sebastianvettel.de/

Born in Heppenheim, he is considered THE next generation talent after Michael Schumacher, a fact he has impressively demonstrated with numerous victories. In 2009, he was ultimately defeated only by Jenson Button.

Now some data about the model:
The RB5 is skillfully executed, with the powerful fin behind the driver striking. For me, the Red Bulls' livery makes them, along with the cars of their sister team Torro Rosso, some of the most beautiful in the Formula 1 field.

The Red Bull is, by the way, the first Formula 1 car with the new chassis! It features a narrow engine, fixed magnets, and a redesigned, narrower tail fin. The car is quite lively when accelerating (the EVO more so, as is the DIG132, but this was likely due to the engine variation in production).

The cornering is good, but that was to be expected given the track width.
There is also something new in the speaker decals: instead of the mirror foil, a picture with the signature of the likeable Swiss citizen adorns the current speakers of the Evolution or DIGITAL 132 models.

CoMod Lotus

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Review by CoMod long on the Evo/Carrera D132 Red Bull RB5 'Sebastian Vettel No. 15' (27324/30517)

The design always works, it couldn't be more delicate, those were my first thoughts when unpacking the F1 Red Bull RB5.

It's really fun to remove the lid of the beautifully designed box and then take a closer look at the model, discovering all the truly amazing details. Red Bull logo, flaps, wheel covers, helmet design, tires, etc. The execution is truly excellent, considering the size and dimensions of the Red Bull. I don't think it could get any better.

After the visual delight, it was time for the road test. I admit, I was pleasantly surprised by the handling characteristics. The Red Bull sits firmly on the track, the magnetic grip is just right, not too strong. What I never liked was the rim concept and the accompanying treaded tires. But this is completely different: decent rims and slick tires. The combination of tires and the new/revised chassis and the pivoting range of the rudder contribute to the fact that truly great lap times can be achieved with this F1 car.

In comparison, I found the Evo a bit more lively than the digital version.

A MUST for Formula 1 and Vettel fans.

CoMod long

Test report by CoMod Lotus on the Carrera D132 Opel Manta A "Tuner"
(30530)

The red Manta A with the Carrera logo is finally available for the DIGITAL 132.

The red ray is the racetrack equivalent of the real car, the first prize for the 2008 World Championship champion. The Manta was based on a standard production car with a 1.9-liter, 90 hp engine. The car was then built by a well-known Franconian workshop and fitted with a racing chassis and massive aluminum rims.

Mike and his team also installed a small Evolution track in the trunk. The crowning touch was the Carrera logo on the sides of the car.

The world championship was won by Andreas Loth, who sold his Manta the following year to a well-known Carrera collector and dealer, who has since used the Opel as an advertising medium for his business.

CoMod Lotus

Test report from CoMod martinmm on the Carrera DIGITAL 124 Mercedes-Benz W 125 'No.35', AVUS 1937 (23751)

With the Mercedes-Benz W125 Streamline, Carrera is not only launching a new edition of the exclusive 1999 car, but also a 'variant'. At least as far as the starting number is concerned.

The W125 Grand Prix racing car, designed by Rolf Uhlenhaut in 1937, competed with Rudolf Caracciola in the VI International AVUS Race on May 30, 1937, with a fully aerodynamic fairing. Also participating was the Auto Union Type C from Auto Union AG with starting number 33, also fully faired. These streamlined cars reached speeds of up to 380 km/h on the straights. Rudolf Caracciola achieved victory with an average speed of 250.33 km/h. Bernd Rosemeyer drove his Auto Union to the fastest average speed of a lap up to that point.
This was the fastest lap of a Grand Prix car for 37 years.

Apart from minimal body changes and new spoked rims, the Carrera vehicle is identical to the W125 #36 released in 1999.

Technology:
The vehicle is equipped with the latest D124 chassis generation. The most striking feature is the now internal magnets. As with the current D132/Evolution models, these are only accessible by unscrewing the body.

To do this, the engine mount must be loosened and the engine block removed. Then the center and rear magnets can be removed. The center magnet is still constructed in three parts. The front axle is now fixed instead of swinging. This gives the vehicle more stability when cornering in its original condition.

Optics:
I'm convinced that even non-fans of these vintage vehicles will enjoy them. Visually, they're truly eye-catching—especially when you remove the wheel covers and reveal the very delicate spoked rims.

Driving operation:
In their original condition, with their full magnetic system, they run as usual, just like on rails. There's barely any room between fast cornering at the limit and flying off the ground. Without the magnetic system, the narrow and profiled rear wheels quickly reveal the limits of their grip. The grooved profile reduces the contact area by another 50% – you're essentially riding on bicycle tires. That doesn't work.
You should at least grind the tires down enough to remove the tread. Then things will be a bit better.

I experienced the best handling characteristics with the two outer center magnets and 10g of additional weight in the center of the chassis. Grip is sufficiently high, but you still need to have some feel in your thumb when cornering to avoid the car just sliding around. Acceleration and braking are very good, even on long tracks.
Outside shoulders are essential in the corners. And that's when it's really fun!

The test vehicle had a problem in that not all four wheels were touching the surface plate. This was caused by a threaded bushing on the front axle mount that wasn't fully screwed in. After the adjustment, it finally fit. This was noticeable due to the severe skidding of the rear end during braking.

We can look forward to the Maserati!

CoMod Martinmm

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Test report from CoMod Mike... for the Carrera DIGITAL 124 Mercedes-Benz W 125 'No.35', AVUS 1937 (23715)

In 1999, the Exclusive Streamlines in the Avus basic package were already a sales success. They were relatively unknown in the slot car sector until then, and their historically futuristic exterior made buyers at the end of the 20th century dig deep into their pockets! Unfortunately, the beautiful exterior couldn't make the dedicated slot car driver overlook the rather poor handling! The overly long gear ratio, combined with the electronic circuit board, made the Streamlines
Besides the much too high keel, they are quite mediocre racers!

An additional magnet and later a change in the gear ratio made the beautiful vehicles better at cornering without having to take their foot off the accelerator 2 meters beforehand!
For me, placing washers under the guide keels was standard practice on these vehicles!

The announcement of the reissue gave me hope that
the new chassis revision of this Avus banked curve monster only advantages
will bring! And then you were there...

Out of the box and you'll look great!

Compared to the old Exclusiv, subtle additional color accents can be seen in the intake and exhaust areas of the body! The body essentially only needed to be modified at the bolt studs, and it received the usual threaded bushings. That means hurray: the old bodies can be equipped with new suspension if you use the old bolts here.

The only downside is the slightly orange starting numbers on the old version and the bright red ones on the new one. But this way, you can double the starting field!

But now for the endurance and comparison test on the SG-Stern wooden track, where the old Exclusiv racers were almost impossible to drive.

A slight bounce is, of course, quite normal, as with any standard plastic wheel. Nevertheless, the straight-line stability is quite decent. The cornering drift is very forgiving due to
The new rudder angle and the revised swing arm with spring ensure sufficient depth in the slot. Unmodified, the Silver Arrow handles significantly better than its older counterparts with the old swing arm!

With sanded tires, the car whirs almost like it does with aluminum pot-shaped rims! I'm absolutely thrilled! If you want to top it all off, you can install a rear axle mount from various professional workshops and insert ball bearings. A 6mm ball bearing can also be installed at the front thanks to the fixed axle without any rework. The problem, however, will likely be the pot-shaped rims with the matching spoked wheel look, so the tire covers will have to stay on!

But on the Carrera track, all this is not necessary, because with light tire grinding you have a lot of fun and you can also
Admire spoked rims without covers!

CoMod Mike...

Review by CoMod JoergW on the Carrera DIGITAL 124/132 Startlight
(Art. No. 30354)

The Carrera Startlight slides easily and effortlessly into the adapter unit from the outside. Since the Startlight has slightly wider internal dimensions than a single straight track with two side strips, it can also be easily removed without disassembling the track. Due to its design, a gap is visible between the Startlight arc and the side strips on the unplugged side.

The start light displays a typical racing light sequence with red LEDs, synchronized with the control unit. A race interruption due to a jump start is also indicated on the light bar. Additionally, the arch at the top features illuminated Carrera lettering.

CoMod Joerg

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Review by CoMod Carrera124 on the Carrera DIGITAL 124/132 Startlight
(Art. No. 30354)

The long-awaited starting light. It doesn't impress with buttons (there are none) or any other features, but rather with its sheer visual appeal. In other words: it's monumental!

For a special effect, the Carrera logo on the top is backlit. The traffic light LEDs light up synchronously with the control unit's LEDs.

There are two options for assembly: either you place an adapter straight line in the middle and connect it to the traffic light arch with edge strips (on one side you need the electric edge strip, on the other side the normal one is sufficient).
Or you can build a four-lane highway. In this case, one of the two straights must also be an adapter straight, and the shoulders are omitted.

CoMod Carrera124

Test report by CoMod long on the Carrera Evo/D132 Porsche GT3 RSR SuperGT 2008, No. 33
(27313 and 30504)

Take a German super sports car and one of the world's largest tire manufacturers as a sponsor, and the result is clear: a Porsche GT3 RSR in the HANKOOK livery.

The HANKOOK Porsche is the sixth color variant, and I personally like this one very much.

And, as expected, this Porsche GT3 RSR also impresses with its handling and handling from the very first lap. This version is a must-have not only for Porsche fans, but also for anyone who appreciates a vehicle with top quality, top looks, and excellent driving characteristics.

The analogue version is delivered without lights, which isn't a bad thing, as it makes the yellow headlights stand out even more.

No matter which Porsche you choose, whether analogue or digital, these vehicles will certainly be among the top 10 again in 2010.

As a 124 fan, one can only hope that there will be just as many beautiful variations.


CoMod long