Test report by CoMod JoergW on the Carrera DIGITAL 124 Ferrari 250 GTO
(23714/23715)
1. Optics:
The Ferrari 250 GTO, one of the first vehicles whose shape was largely determined in the wind tunnel, dominated its racing efforts in the GT3 class and scored valuable points for the Cavallino Rampante's victories in the manufacturers' championship from 1962 to 1964.
When news of the planned release of the Ferrari 250 GTO leaked out, I couldn't believe it at first. One of my all-time favorite models comes in exactly the right scale... And now it's standing in front of me... in duplicate. Both models are impeccably painted and impress with their shape and numerous details. "Leather buckles" on the hood, air scoops, wire wheels... there's really a lot to see on this model, and I still haven't seen enough. Okay, enough raving. Both vehicles are largely of the static model quality, with minor compromises in the rims.
2. Technology:
The vehicle features the well-known Exclusiv or D124 technology. The vehicle is significantly narrower in scale than, for example, hot rods or the Corvette, but there's still plenty of room under the body and in the chassis for tinkering (for those who like it). The turnouts cleared better after I slightly loosened the screw under the guide keel. I usually don't adjust anything and drive the vehicles in their factory condition for a while before tinkering. However, the GTO didn't require any more work.
3. Processing:
Very solid and very detailed. The only minor flaw in the workmanship is the rims, where some material has accumulated in the spoke gaps, rather than breaking through. With such delicate spokes and the usual manufacturing processes, this is probably unavoidable. Simply pierce it with a needle or toothpick; there aren't that many.
4. Driving behavior:
The scale tires offer grip even without magnets, but allow the car to drift extensively, which is very fun and historically accurate for the model. The tuning tires or the center magnet are certainly suitable for racing with multiple cars. The tire edges should be chamfered, just like with most other vehicles, meaning they should be slightly angled. You'll have to adapt your driving style to the narrow car; the GTO isn't quite as easy to drive as the Corvette, but it's certainly no less fun.
5. Other:
I'm really excited to see what Carrera will be serving up in the way of early '60s GT cars. My appetite has already been whetted, at least for me.
CoMod JoergW
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Review by CoMod Carrera124 on the Carrera DIGITAL 124 Ferrari 250 GTO
(23714/23715)
One of the most expensive classic cars in the world…
First of all, I'll be making an exception and not writing anything about the original car in this review. For one thing, I'm not particularly interested in cars from the 1960s, and for another, the Ferrari 250 GTO is one of the most famous and expensive classic cars of all time.
Each reader can judge the model's implementation for themselves; I think the pictures speak for themselves. Two things particularly caught my eye: first, the rims. Their format is similar to those of the older Ferrari 250 GT SWB. However, the GTO's rims have a perforated design, which greatly enhances the overall appearance of the model.
Secondly, the exhaust pipes: The format seems a bit too large for this model. However, I couldn't find any suitable photos of the original vehicle that would have allowed for a reliable comparison. Therefore, this point remains my subjective assessment for now.
What is undisputed, however, is that the racing version 23714 and the presentation version 23715 are very similar. Hopefully, the future will bring significantly different color variants. Fortunately, the real-life models offer something in this regard.
Let's turn to the technology: As can be seen in the photos, the vehicle has a relatively narrow track. The chassis features all the familiar elements: a separately removable transmission block, height-adjustable front and rear axles, and a swing arm. The latter, surprisingly, corresponds to those used in hot rods—the narrower version. The digital circuit board, on the other hand, has the almost square standard dimensions.
I always drive the 1/24 scale cars without magnets. Therefore, I immediately removed them and weighed the car before its first drive. The result: 200 grams! In absolute terms, that's not a small amount. Within the Digital 124 car range, however, the 250 GTO is way ahead of the rest. Even the '34 Hotrod is about 10 grams heavier, not to mention the other car types. These are acceptable conditions for racing.
The road test also ensured that I was no longer quite as disinterested in this type of vehicle as before: the Ferrari is extremely lively, and as long as you don't exceed the relatively small angle of rotation of the steering keel, the handling remains docile. The tire grip is also very good, which is consistent with my previous experience: the narrower and thicker the tires, the more grip the rubber compound used by Carrera develops. In terms of handling and lap times, the 250 GTO clearly beats the Ferrari 330 P4 and the Ferrari 575 on my test track. The weight difference and the tires make it possible. Therefore, the Porsche Carrera 6 and the Ferrari 250 GT, both of which are also digitally compatible, would be more suitable opponents.
Another note regarding magnetless operation: the front end of the GTO is relatively light. On my digital test track, the switch blade occasionally failed to reset when changing lanes. This problem can be solved by removing the compression spring on the front axle. This allows the front end to sit a little more firmly on the road. However, this problem does not occur when operating with magnets.
What is the conclusion?
This slot car will likely find plenty of buyers based on its looks alone. In my own D124 collection, however, the GTO will likely be used purely as a driving car or even as a ghost car.
CoMod Carrera124
(23714/23715)
1. Optics:
The Ferrari 250 GTO, one of the first vehicles whose shape was largely determined in the wind tunnel, dominated its racing efforts in the GT3 class and scored valuable points for the Cavallino Rampante's victories in the manufacturers' championship from 1962 to 1964.
When news of the planned release of the Ferrari 250 GTO leaked out, I couldn't believe it at first. One of my all-time favorite models comes in exactly the right scale... And now it's standing in front of me... in duplicate. Both models are impeccably painted and impress with their shape and numerous details. "Leather buckles" on the hood, air scoops, wire wheels... there's really a lot to see on this model, and I still haven't seen enough. Okay, enough raving. Both vehicles are largely of the static model quality, with minor compromises in the rims.
2. Technology:
The vehicle features the well-known Exclusiv or D124 technology. The vehicle is significantly narrower in scale than, for example, hot rods or the Corvette, but there's still plenty of room under the body and in the chassis for tinkering (for those who like it). The turnouts cleared better after I slightly loosened the screw under the guide keel. I usually don't adjust anything and drive the vehicles in their factory condition for a while before tinkering. However, the GTO didn't require any more work.
3. Processing:
Very solid and very detailed. The only minor flaw in the workmanship is the rims, where some material has accumulated in the spoke gaps, rather than breaking through. With such delicate spokes and the usual manufacturing processes, this is probably unavoidable. Simply pierce it with a needle or toothpick; there aren't that many.
4. Driving behavior:
The scale tires offer grip even without magnets, but allow the car to drift extensively, which is very fun and historically accurate for the model. The tuning tires or the center magnet are certainly suitable for racing with multiple cars. The tire edges should be chamfered, just like with most other vehicles, meaning they should be slightly angled. You'll have to adapt your driving style to the narrow car; the GTO isn't quite as easy to drive as the Corvette, but it's certainly no less fun.
5. Other:
I'm really excited to see what Carrera will be serving up in the way of early '60s GT cars. My appetite has already been whetted, at least for me.
CoMod JoergW
----------------------------------------------------------------
Review by CoMod Carrera124 on the Carrera DIGITAL 124 Ferrari 250 GTO
(23714/23715)
One of the most expensive classic cars in the world…
First of all, I'll be making an exception and not writing anything about the original car in this review. For one thing, I'm not particularly interested in cars from the 1960s, and for another, the Ferrari 250 GTO is one of the most famous and expensive classic cars of all time.
Each reader can judge the model's implementation for themselves; I think the pictures speak for themselves. Two things particularly caught my eye: first, the rims. Their format is similar to those of the older Ferrari 250 GT SWB. However, the GTO's rims have a perforated design, which greatly enhances the overall appearance of the model.
Secondly, the exhaust pipes: The format seems a bit too large for this model. However, I couldn't find any suitable photos of the original vehicle that would have allowed for a reliable comparison. Therefore, this point remains my subjective assessment for now.
What is undisputed, however, is that the racing version 23714 and the presentation version 23715 are very similar. Hopefully, the future will bring significantly different color variants. Fortunately, the real-life models offer something in this regard.
Let's turn to the technology: As can be seen in the photos, the vehicle has a relatively narrow track. The chassis features all the familiar elements: a separately removable transmission block, height-adjustable front and rear axles, and a swing arm. The latter, surprisingly, corresponds to those used in hot rods—the narrower version. The digital circuit board, on the other hand, has the almost square standard dimensions.
I always drive the 1/24 scale cars without magnets. Therefore, I immediately removed them and weighed the car before its first drive. The result: 200 grams! In absolute terms, that's not a small amount. Within the Digital 124 car range, however, the 250 GTO is way ahead of the rest. Even the '34 Hotrod is about 10 grams heavier, not to mention the other car types. These are acceptable conditions for racing.
The road test also ensured that I was no longer quite as disinterested in this type of vehicle as before: the Ferrari is extremely lively, and as long as you don't exceed the relatively small angle of rotation of the steering keel, the handling remains docile. The tire grip is also very good, which is consistent with my previous experience: the narrower and thicker the tires, the more grip the rubber compound used by Carrera develops. In terms of handling and lap times, the 250 GTO clearly beats the Ferrari 330 P4 and the Ferrari 575 on my test track. The weight difference and the tires make it possible. Therefore, the Porsche Carrera 6 and the Ferrari 250 GT, both of which are also digitally compatible, would be more suitable opponents.
Another note regarding magnetless operation: the front end of the GTO is relatively light. On my digital test track, the switch blade occasionally failed to reset when changing lanes. This problem can be solved by removing the compression spring on the front axle. This allows the front end to sit a little more firmly on the road. However, this problem does not occur when operating with magnets.
What is the conclusion?
This slot car will likely find plenty of buyers based on its looks alone. In my own D124 collection, however, the GTO will likely be used purely as a driving car or even as a ghost car.
CoMod Carrera124
