Review by CoMod Martinmm and JoergW of the Carrera DIGITAL 124 Porsche 917K, J.W. Autormotive Engineering No. 2, 1971 Daytona 24 Hours (Art.Nr. 23777)
One of the most hotly anticipatedCarrera 1:24-scale models is finally here! It’s also arguably one of the most elegantly designed race cars ever produced by a German sports car manufacturer, featuring one of the most attractive paint schemes—not just for its time.
According to the box label, it depicts the Porsche 917K (Porsche Chassis No. 917-015) driven by the duo Rodriguez/Kinunnen in the 1970 24 Hours of Daytona race—the very car that won the race. The decals—specifically the placement of the starting number on the rear—differ, however.
The body shape—when compared visually with corresponding photos—is superbly rendered. The proportions all appear very harmonious. The rear suspension is less delicate—but it’s perfectly suited for slot racing while still offering sufficient detail. The small window, which was added specifically for races with sharp turns, isCarrera stylized on Carrera this Carrera model with a printed decal. However, this does not detract from the model’s overall appearance.
On a practical note:
The wide rear wheels sit quite close to the rear of the car. Depending on the production-related lateral play in the rear axle, they may rub against the body. There is no taillight—but the digital decoder does have a connection point.
The chassis is enclosed—there is no separate cover for the center magnet, which makes removing it much easier. The tires are made of the softer material typical of “tuning tires.”
In its original, fully magnetized condition as shipped,
the handling is identical to that of other D124 vehicles. The road noise, however, is quite loud (the transmission play is a bit too tight). Without additional magnets, the well-tuned front-axle keel and the high-grip tires are pleasantly noticeable. Both axles (including the wheels) run smoothly without any issues. The scraping/sliding of the rear wheels has once again proven to be advantageous.
To throw the 917 off course—even without a holding magnet—it takes some serious driving error. When set up with the two outer center magnets—as we drive the C D124 classic cars in the club—it’s right up there with the leaders, judging by the lap times.
Despite a few minor flaws ,
this is a car you’ll want two of: one for the track and one for the display case. The variety of 917K variants is vast—so we can certainly look forward to many more beautiful and high-performance race cars.
Best regards,
Martin***************************************
Let's start with a 1:1 scale !
Endurance races in the late 1960s were
dominated mainly by the Ford GT40
, but then a relatively small German sports car manufacturer entered the fray and brought its Porsche 917 to the racetracks. In 1969, due to various technical and aerodynamic issues, a Ford GT40 managed to secure one more victory at the 24 Hours of Le Mans, but as early as the 1,000-km race at the Österreichring that same year, a Porsche 917 K made its mark and claimed victory. Even though many of the factory drivers were initially reluctant to get used to the Porsche 917 and preferred to use the tried-and-true Porsche 908, continuous development and optimization resulted in a winning car. The Porsche 908 was used only on mountainous circuits (Spa, Nürburgring, Targa Florio), while the other race tracks were contested with the Porsche 917—either the short-tail or long-tail version, depending on the track’s characteristics.
The red-and-white Porsche 917 K (K = short-tail) of the Porsche Salzburg team secured its first major victory at the 24 Hours of Le Mans in 1970. Second place went to a Porsche 917 in the long-tail version. This was followed by victories at the 24 Hours of Daytona and nearly all other races that year, and Porsche was able to secure the overall title in the World Sportscar Championship unchallenged. TheCarrera model now Carrera available as Carrera the 124, bearing start number 2, was originally driven by Pedro Rodriguez and Leo Kinnunen at the 24 Hours of Daytona. Weighing just 830 kg and bearing chassis number 15, the car was still equipped with the 4.5-liter engine producing 560 PS, which was later upgraded to a 4.9-liter engine producing 600 PS.
And now we come to the 1:24 scale version ofCarrera !
Appearance:
The new 124 model is true to the original in both shape and color. Flatter, wider, lower…
or something like that. The car fits seamlessly into the existing lineup of GT40s and
Ferrari 330 P4s. The wide rear tires and the rear end design—with a hint of
a spare tire (which was mandatory back then, even in races)—are delicately crafted and rich in detail… You’d best avoid rear-end collisions at all costs; with a GT40 in the rear, it’ll be a total wreck.
The low-sitting driver is only half-finished—there just isn’t much room there… but at least a visual adjustment has been made. I’d remove the delicate, very well-reproduced windshield wiper for races.
The paint job and decals are flawlessly executed.
Judging by the 1:1
photos, this fairly light blue matches
the early days of the John Wyer team very well; later on, the blue became significantly darker. The wheels fit well in the wheel wells.
Specs:
202 g total weight (of which 45 g
is the body, 154 g is the chassis with electronics, and 3 g is screws)
. The upper of the two headlights is illuminated; unfortunately, the rear is not.
The light, which appears slightly greenish through the lenses, looks realistic. The front axle, which is generally smooth-running and straight, does not rotate in some places when pushed along the track (yes, the rails aren’t 100% level). The tires have tread but offer sufficient grip and lie fairly flat. The inner sides have some very slight burrs in places, which should be sanded down.
Driving Performance:
Wide rear tires and a low-slung silhouette, combined with the familiar components, make for
a solid foundation for fast and safe driving. The transmission runs very smoothly and responds instantly to the throttle. Even though I’ve only driven the car on a small home track with magnetic support so far, I’m convinced that the Porsche 917 can hold its own against its peers. The chassis offers plenty of room for lead-weight experiments, because it’s only really fun once the magnets are removed and the car sprints and drifts like the real thing. For me, the wait was worth it.
See you later,
joergW
One of the most hotly anticipated
According to the box label, it depicts the Porsche 917K (Porsche Chassis No. 917-015) driven by the duo Rodriguez/Kinunnen in the 1970 24 Hours of Daytona race—the very car that won the race. The decals—specifically the placement of the starting number on the rear—differ, however.
The body shape—when compared visually with corresponding photos—is superbly rendered. The proportions all appear very harmonious. The rear suspension is less delicate—but it’s perfectly suited for slot racing while still offering sufficient detail. The small window, which was added specifically for races with sharp turns, is
On a practical note:
The wide rear wheels sit quite close to the rear of the car. Depending on the production-related lateral play in the rear axle, they may rub against the body. There is no taillight—but the digital decoder does have a connection point.
The chassis is enclosed—there is no separate cover for the center magnet, which makes removing it much easier. The tires are made of the softer material typical of “tuning tires.”
In its original, fully magnetized condition as shipped,
the handling is identical to that of other D124 vehicles. The road noise, however, is quite loud (the transmission play is a bit too tight). Without additional magnets, the well-tuned front-axle keel and the high-grip tires are pleasantly noticeable. Both axles (including the wheels) run smoothly without any issues. The scraping/sliding of the rear wheels has once again proven to be advantageous.
To throw the 917 off course—even without a holding magnet—it takes some serious driving error. When set up with the two outer center magnets—as we drive the C D124 classic cars in the club—it’s right up there with the leaders, judging by the lap times.
Despite a few minor flaws ,
this is a car you’ll want two of: one for the track and one for the display case. The variety of 917K variants is vast—so we can certainly look forward to many more beautiful and high-performance race cars.
Best regards,
Martin***************************************
Let's start with a 1:1 scale !
Endurance races in the late 1960s were
dominated mainly by the Ford GT40
, but then a relatively small German sports car manufacturer entered the fray and brought its Porsche 917 to the racetracks. In 1969, due to various technical and aerodynamic issues, a Ford GT40 managed to secure one more victory at the 24 Hours of Le Mans, but as early as the 1,000-km race at the Österreichring that same year, a Porsche 917 K made its mark and claimed victory. Even though many of the factory drivers were initially reluctant to get used to the Porsche 917 and preferred to use the tried-and-true Porsche 908, continuous development and optimization resulted in a winning car. The Porsche 908 was used only on mountainous circuits (Spa, Nürburgring, Targa Florio), while the other race tracks were contested with the Porsche 917—either the short-tail or long-tail version, depending on the track’s characteristics.
The red-and-white Porsche 917 K (K = short-tail) of the Porsche Salzburg team secured its first major victory at the 24 Hours of Le Mans in 1970. Second place went to a Porsche 917 in the long-tail version. This was followed by victories at the 24 Hours of Daytona and nearly all other races that year, and Porsche was able to secure the overall title in the World Sportscar Championship unchallenged. The
And now we come to the 1:24 scale version of
Appearance:
The new 124 model is true to the original in both shape and color. Flatter, wider, lower…
or something like that. The car fits seamlessly into the existing lineup of GT40s and
Ferrari 330 P4s. The wide rear tires and the rear end design—with a hint of
a spare tire (which was mandatory back then, even in races)—are delicately crafted and rich in detail… You’d best avoid rear-end collisions at all costs; with a GT40 in the rear, it’ll be a total wreck.
The low-sitting driver is only half-finished—there just isn’t much room there… but at least a visual adjustment has been made. I’d remove the delicate, very well-reproduced windshield wiper for races.
The paint job and decals are flawlessly executed.
Judging by the 1:1
photos, this fairly light blue matches
the early days of the John Wyer team very well; later on, the blue became significantly darker. The wheels fit well in the wheel wells.
Specs:
202 g total weight (of which 45 g
is the body, 154 g is the chassis with electronics, and 3 g is screws)
. The upper of the two headlights is illuminated; unfortunately, the rear is not.
The light, which appears slightly greenish through the lenses, looks realistic. The front axle, which is generally smooth-running and straight, does not rotate in some places when pushed along the track (yes, the rails aren’t 100% level). The tires have tread but offer sufficient grip and lie fairly flat. The inner sides have some very slight burrs in places, which should be sanded down.
Driving Performance:
Wide rear tires and a low-slung silhouette, combined with the familiar components, make for
a solid foundation for fast and safe driving. The transmission runs very smoothly and responds instantly to the throttle. Even though I’ve only driven the car on a small home track with magnetic support so far, I’m convinced that the Porsche 917 can hold its own against its peers. The chassis offers plenty of room for lead-weight experiments, because it’s only really fun once the magnets are removed and the car sprints and drifts like the real thing. For me, the wait was worth it.
See you later,
joergW
