Review by CoMod martinmm of Carrera DIGITAL 124 the Bill Thomas Cheetah Vintage GT Challenge (23744)
Chevrolet CEO Ed Cole hired renowned Corvette tuner Bill Thomas to develop and build a GT car that could stand up to the then-dominant Cobra. Together with Don Edmunds and Don Barth, Thomas soon produced the first designs for this vehicle. Equipped with a 550 PS 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 , the situation was quite different: due to the soft frame and the very low weight relative to its power output, material issues quickly arose. In addition, the interior became so hot due to the side exhaust pipes and the engine positioned just in front of the driver that many drivers suffered from heat exhaustion. As a result, the Cheetah earned the nickname “rolling grill.” Following a change to the FIA’s homologation rules in 1964—which now required the production of 1,000 vehicles in the GT class—Chevrolet cut off funding for Thomas, leaving him unable to continue developing the Cheetah. The Cheetah was then 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 destroyed Thomas’s dreams of reaching the originally targeted production figure of 100 cars. As a result, only three cars with aluminum bodies and approximately 13–20 cars with fiberglass bodies are known to exist. The Cheetah was still very popular!
The American slot car manufacturers COX and Strombecker produced this car in both 1:32 and 1:24 scale and kept it in their product lines for many years.Carrera They were also involved in bringing this car to market. A 1968 advertisement depicts this model with a deep-drawn body. The mold appears to be 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 U.S. was already on the decline, and Carrera
may have been eyeing the American market with
this model.
It is all the more gratifyingCarrera
to now
hold this car
in my hands—over 40 years later—in outstanding visual condition .
Technical Details:
The vehicle is equipped with the latest generation of the D124 chassis. The center and rear magnets are mounted on the chassis and can only be accessed by removing the body. The body is secured 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, likely 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 cross-member, and the long front section. The front/hood extends to the center of the vehicle. This design allows for various front hood configurations. The rear and front sections are firmly welded together from the inside.
Appearance:
A dream come true for fans of this car! Perhaps this outstanding model will also introduce the car to slot car racers who weren’t familiar with it before or who were put off by the expense of buying it as a limited-edition kit and building it themselves. The door panel lines are beautifully accentuated and visually enhanced with a darker shade of red. Notably absent is the spare tire in the rear of the interior—this was a specific request from the current owner, Mr. Boyce.
Driving Performance:
In their original condition with a full set of magnets, they run like they’re on rails. There’s barely any margin between taking fast corners at the limit and going off the track. Despite the huge diameter of the rear wheels, the vehicle has excellent acceleration.
Without magnets: here, the lack of tire grip becomes noticeable. The vehicle drifts heavily in the turns. Acceleration is also modest. Sanding down the rear wheels can help remedy this. All you need is a small sanding block and some patience. Once again, using the two outer center magnets proved to be very effective. This gives the vehicle good traction without making it appear magnetized. In the turns, it drifts in a controlled manner, with a very wide margin for error. Thanks to the large guide fin angle, it’s actually almost impossible to knock it off the track. On the large club track, the little Cheetah also reaches an enormous top speed. With this setup, it pairs very well with the Corvette GS.
A logical addition to the Cheetah inCarrera
the 2012 lineup would be the Cobra.
CoMod
Martinmm****************************************
Review by CoModCarrera 124 of theCarrera DIGITAL 124
Bill Thomas Cheetah Vintage GT Challenge
(23744)
Technical Specifications:
Weight (complete vehicle with magnets): 210
grams Weight (body): 50
gramsLength including spoiler: 157
mmWheelbase: 95
mmTrack width (front axle): 70
mmTrack width (rear axle): 82
mmOverview of design and country variants:
The red version is currently being shipped andCarrera DIGITAL 124
is also
included in the Titans of Racing starter pack
. The silver version will be released later and will be available exclusively as a single car.
History:
In the 1960s, things were wild on racetracks around the world: Cobras, Jaguars, and even Bill Thomas’s Cheetah raced across the tracks. And although its racing successes were limited, many slot car manufacturers at the time included this car in their lineups, in both 1:24 and 1:32 scales. Sometimes, a spectacular appearance was all it took to leave a lasting impression.Carrera
At the end of the 1960s, there were also
discussions at [company name]
about releasing a 1:24-scale Cheetah. There was even a corresponding body deep-drawing mold (source:Carrera
“160 – 132 Universal – 124 – Jet,” mekCar-Verlag, page 44). Ultimately, however, the model was not put into production, presumably due to the numerous models offered by competitors.
Barely 40 years later, that gap has now been closed: theCarrera
1:24-scale Cheetah has become a reality.
Appearance:
The body gives the impression of an aggressive powerhouse. It feels almost as wide as it is long. With very short overhangs at the front and rear, the bodywork covers no more of the mechanical components than necessary. But as small as the body is, its shape is complex: due to various undercuts, the body was assembled from several components that are bolted together using struts. While this does increase the weight, it results in a body that’s just as sturdy as you’dCarrera
expect. The attention to detail is also impressive: the chrome-plated air filter cover is a real eye-catcher, and the wheels certainly make a strong visual statement.
However, separating the body from the chassis requires a little trick: the four body bolts on the underside of the chassis are easy to find and unscrew. At the rear, behind the rectangular cover, there are two additional bolts that also need to be loosened. Only once you’ve cleared this hurdle does the chassis reveal itself.
Chassis:
Just as with the Porsche 911 GT3 RSR, we now come to the interesting part: the new generation of chassis from 2010. In principle, the redesign followed a similar approach to that of the smaller 1:32 scale model during the transition from the 2007 to the 2009 suspension generation: retaining what worked and eliminating the superfluous. The result is a relatively no-frills suspension. Compared to the Porsche 911 GT3 RSR, there are a few additional improvements. In detail: -
The swingarm is already familiar from this year’s design variants. It features a significantly larger angle of rotation, which has a particularly positive effect during magnetless operation. A small compression spring gently presses it against the road surface at all times. On the Cheetah, the swing arm is slightly shorter than in previous models because the installation space—or wheelbase—is simply smaller.
- The front axle is now rigidly mounted; fortunately, the compression spring used previously has been eliminated. The familiar height-adjustment mechanism is still present. So if you absolutely want to navigate tight, steep turns, you can raise the car’s ride height.
- The center magnets are inserted from the inside, and the corresponding bracket is conveniently bolted to the engine mount. This saves on bolts and weight. Unlike the Porsche 911 GT3 RSR, however, the chassis here is fully enclosed at the bottom.
- The combined engine-transmission block has remained unchanged, but the large metal threaded plate has been significantly reduced in size to the absolute minimum.
- The rear magnet is also inserted into the chassis from the inside. It is held in place by a spacer that keeps it away from the engine. I also prefer this solution to the one used on the Porsche 911 GT3 RSR. -
The rims are still two-piece, but they are no longer split down the center; instead, they consist of a base body and an insert.
Test drive (with magnet):
There’s nothing spectacular to report here. The magnets’ holding force is high; drifting at the limit of grip is practically nonexistent. Anyone who likes to drive their cars with magnets should have no complaints about the handling.
Test Drive (without magnets):
Removing the rear magnet is easy: Take out the motor-gearbox assembly, flip the chassis over briefly, and you’re done. Removing the center magnets, on the other hand, is a bit fiddly, though this isn’t due to the new chassis design. Rather, it’s the Cheetah’s short wheelbase that causes the digital circuit board to partially overlap the magnets. You should therefore loosen the digital circuit board slightly; then the center magnets can be easily removed (Note: on the Streamlined Maserati, for example, removing the center magnets is significantly easier due to the longer wheelbase). Once this procedure is complete, nothing stands in the way of a test drive. And just as with the Porsche 911 GT3 RSR, the new chassis design really shines here. Solid road holding, stable cornering, and good acceleration. If desired, you can achieve virtually any drift angle in the turns. It takes a fair amount of effort to throw the car off the track in a turn. However, due to its short wheelbase, I consider the Cheetah more suitable for smaller tracks, where you can really take full advantage of its agility.
Conclusion:
I’ll be honest: slot cars based on models from the ’60s usually leave me cold. That’s no different with the Cheetah, but the new chassis design gives the car surprisingly good performance.
CoModCarrera 124
Chevrolet CEO Ed Cole hired renowned Corvette tuner Bill Thomas to develop and build a GT car that could stand up to the then-dominant Cobra. Together with Don Edmunds and Don Barth, Thomas soon produced the first designs for this vehicle. Equipped with a 550 PS 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 , the situation was quite different: due to the soft frame and the very low weight relative to its power output, material issues quickly arose. In addition, the interior became so hot due to the side exhaust pipes and the engine positioned just in front of the driver that many drivers suffered from heat exhaustion. As a result, the Cheetah earned the nickname “rolling grill.” Following a change to the FIA’s homologation rules in 1964—which now required the production of 1,000 vehicles in the GT class—Chevrolet cut off funding for Thomas, leaving him unable to continue developing the Cheetah. The Cheetah was then 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 destroyed Thomas’s dreams of reaching the originally targeted production figure of 100 cars. As a result, only three cars with aluminum bodies and approximately 13–20 cars with fiberglass bodies are known to exist. The Cheetah was still very popular!
The American slot car manufacturers COX and Strombecker produced this car in both 1:32 and 1:24 scale and kept it in their product lines for many years.
It is all the more gratifying
Technical Details:
The vehicle is equipped with the latest generation of the D124 chassis. The center and rear magnets are mounted on the chassis and can only be accessed by removing the body. The body is secured 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, likely 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 cross-member, and the long front section. The front/hood extends to the center of the vehicle. This design allows for various front hood configurations. The rear and front sections are firmly welded together from the inside.
Appearance:
A dream come true for fans of this car! Perhaps this outstanding model will also introduce the car to slot car racers who weren’t familiar with it before or who were put off by the expense of buying it as a limited-edition kit and building it themselves. The door panel lines are beautifully accentuated and visually enhanced with a darker shade of red. Notably absent is the spare tire in the rear of the interior—this was a specific request from the current owner, Mr. Boyce.
Driving Performance:
In their original condition with a full set of magnets, they run like they’re on rails. There’s barely any margin between taking fast corners at the limit and going off the track. Despite the huge diameter of the rear wheels, the vehicle has excellent acceleration.
Without magnets: here, the lack of tire grip becomes noticeable. The vehicle drifts heavily in the turns. Acceleration is also modest. Sanding down the rear wheels can help remedy this. All you need is a small sanding block and some patience. Once again, using the two outer center magnets proved to be very effective. This gives the vehicle good traction without making it appear magnetized. In the turns, it drifts in a controlled manner, with a very wide margin for error. Thanks to the large guide fin angle, it’s actually almost impossible to knock it off the track. On the large club track, the little Cheetah also reaches an enormous top speed. With this setup, it pairs very well with the Corvette GS.
A logical addition to the Cheetah in
CoMod
Martinmm****************************************
Review by CoMod
Technical Specifications:
Weight (complete vehicle with magnets): 210
grams Weight (body): 50
gramsLength including spoiler: 157
mmWheelbase: 95
mmTrack width (front axle): 70
mmTrack width (rear axle): 82
mmOverview of design and country variants:
The red version is currently being shipped and
History:
In the 1960s, things were wild on racetracks around the world: Cobras, Jaguars, and even Bill Thomas’s Cheetah raced across the tracks. And although its racing successes were limited, many slot car manufacturers at the time included this car in their lineups, in both 1:24 and 1:32 scales. Sometimes, a spectacular appearance was all it took to leave a lasting impression.
Barely 40 years later, that gap has now been closed: the
Appearance:
The body gives the impression of an aggressive powerhouse. It feels almost as wide as it is long. With very short overhangs at the front and rear, the bodywork covers no more of the mechanical components than necessary. But as small as the body is, its shape is complex: due to various undercuts, the body was assembled from several components that are bolted together using struts. While this does increase the weight, it results in a body that’s just as sturdy as you’d
However, separating the body from the chassis requires a little trick: the four body bolts on the underside of the chassis are easy to find and unscrew. At the rear, behind the rectangular cover, there are two additional bolts that also need to be loosened. Only once you’ve cleared this hurdle does the chassis reveal itself.
Chassis:
Just as with the Porsche 911 GT3 RSR, we now come to the interesting part: the new generation of chassis from 2010. In principle, the redesign followed a similar approach to that of the smaller 1:32 scale model during the transition from the 2007 to the 2009 suspension generation: retaining what worked and eliminating the superfluous. The result is a relatively no-frills suspension. Compared to the Porsche 911 GT3 RSR, there are a few additional improvements. In detail: -
The swingarm is already familiar from this year’s design variants. It features a significantly larger angle of rotation, which has a particularly positive effect during magnetless operation. A small compression spring gently presses it against the road surface at all times. On the Cheetah, the swing arm is slightly shorter than in previous models because the installation space—or wheelbase—is simply smaller.
- The front axle is now rigidly mounted; fortunately, the compression spring used previously has been eliminated. The familiar height-adjustment mechanism is still present. So if you absolutely want to navigate tight, steep turns, you can raise the car’s ride height.
- The center magnets are inserted from the inside, and the corresponding bracket is conveniently bolted to the engine mount. This saves on bolts and weight. Unlike the Porsche 911 GT3 RSR, however, the chassis here is fully enclosed at the bottom.
- The combined engine-transmission block has remained unchanged, but the large metal threaded plate has been significantly reduced in size to the absolute minimum.
- The rear magnet is also inserted into the chassis from the inside. It is held in place by a spacer that keeps it away from the engine. I also prefer this solution to the one used on the Porsche 911 GT3 RSR. -
The rims are still two-piece, but they are no longer split down the center; instead, they consist of a base body and an insert.
Test drive (with magnet):
There’s nothing spectacular to report here. The magnets’ holding force is high; drifting at the limit of grip is practically nonexistent. Anyone who likes to drive their cars with magnets should have no complaints about the handling.
Test Drive (without magnets):
Removing the rear magnet is easy: Take out the motor-gearbox assembly, flip the chassis over briefly, and you’re done. Removing the center magnets, on the other hand, is a bit fiddly, though this isn’t due to the new chassis design. Rather, it’s the Cheetah’s short wheelbase that causes the digital circuit board to partially overlap the magnets. You should therefore loosen the digital circuit board slightly; then the center magnets can be easily removed (Note: on the Streamlined Maserati, for example, removing the center magnets is significantly easier due to the longer wheelbase). Once this procedure is complete, nothing stands in the way of a test drive. And just as with the Porsche 911 GT3 RSR, the new chassis design really shines here. Solid road holding, stable cornering, and good acceleration. If desired, you can achieve virtually any drift angle in the turns. It takes a fair amount of effort to throw the car off the track in a turn. However, due to its short wheelbase, I consider the Cheetah more suitable for smaller tracks, where you can really take full advantage of its agility.
Conclusion:
I’ll be honest: slot cars based on models from the ’60s usually leave me cold. That’s no different with the Cheetah, but the new chassis design gives the car surprisingly good performance.
CoMod
