Vehicle reports

Test report by CoMod Carrera124 for the Carrera D132 Audi R8 DTM Safety Car (30465)

It's taken a long time, but now it's finally rolling to the starting line. Or rather, into the pit lane. Ever since the market launch of Pro-X in late summer 2004, the club has regularly expressed the desire for a pace car. And now it's not just any old safety car, but a true-to-original one: the Audi R8, as it has been used in the German Touring Car Masters, or DTM for short, since the middle of the 2008 season.

The changes compared to the road version are manageable: First, of course, the bar with the orange indicator lights on the roof. Furthermore, the side air intakes behind the doors are significantly darker. Most striking, however, is the lack of a driver's seat. Accordingly, the windows all around are heavily blackened and almost opaque to shield the wiring from view.

Naturally, there are no surprises in terms of handling: the car handles just like the already familiar road versions of the Audi R8. The digital chip used is different: it also controls the roof lights. While the standard digital chip can only turn the vehicle lights on and off, the turn signal chip offers a total of five options:


Vehicle lights and indicators on
only flashing light on
only vehicle lights on
Vehicle lights and indicators off
If the car is programmed as a pace car, the lights turn on
automatically when leaving the box, and after about 15 seconds off again


Finally, it should be mentioned that the Audi can be used not only as a safety car, but also in manual mode and as an autonomous ghost car, as well as on analogue tracks.




CoMod Carrera124

Test report from CoMod Carrera124 for the Carrera Evo/D132 Opel Manta A Tuner 3 (27284 and 30460)

The Opel gang is on the move again...
...and in a new look! Green is out – for the 2009 season, the tuned Manta sports the classic Opel racing colors of yellow and black. The occupants have obviously reached into their wardrobes and dressed in matching outfits. And the driver takes it one step further: while he was still bleached last year, his hair is now as black as the hood of his car. And where large Opel crests once stood, the viewer now sees black and white checkered flags.

There have been no changes in terms of technology or chassis—the oversized wheels continue to be a polarizing factor: you either don't mind them, or you find them hideous. Accordingly, the handling is also free of surprises—everything remains the same.


CoMod Carrera124

Test report by CoMod long on the Carrera DIGITAL 124 Aston Martin DBR9 – Le Mans 2009 (23737 and 23738)

...or: “Dear God, protect us from rain and wind and cars that are from England!”

The Carrera fan community had to wait almost three years for the British super sports car. One of the most successful and simultaneously most beautiful GT racing cars of our time. Naturally, expectations for the model in DIGITAL 124 were correspondingly high—perhaps too high!

The Aston Martin DBR9 is a racing car built by Prodrive since 2005. The DB9 road-going version of the GT sports car, built by Aston Martin, was handed over to David Richards' company for conversion. The car was converted into a supercar according to GT1 regulations. In addition to the DBR9, cars were also built for the more production-oriented GT3 regulations and were given the name DBRS9. The road-going version of the DBR9, originally presented in 2004, was never produced. A total of 16 GT1 cars were built for racing.

But let's take a closer look at the two Aston Martin DBR models, the GULF and Vitaphone versions. Some great details immediately catch the eye! The very delicate exterior mirrors, the wheel arch covers with and without fins, the oil cooler in the front opening, and the new wheel design are worth mentioning here. Viewed from the side, it's noticeable that the wheel arches appear a bit large. It would have been nicer if the DBR9 were lowered. However, the designer probably considered banked cornering capability more important.

Otherwise, the Aston Martin has its usual tidy chassis. A closer look below reveals the smooth and flat floorpan, which can certainly be seen as a very positive aspect. The lighting is a new approach, but the desired effect isn't achieved! Here, the old concept should have been retained and the illuminated wheel arches avoided. The wheel design is also new, with a higher center rib and thinner tires.

The DBR9's handling is impressive! It holds its own against the Ferrari 575 GTC and the Corvette C6R.

Personally, I think the DBR9 is a real asset to the GT series, and I'd love to see as many variants as there are of the Corvette C6R. Let's hope the green and third version of the DBR9 this year won't be the last!

CoMod long

Review by CoMod martinmm on the Carrera Evo/D132 Morgan Plus 8
(27294 and 30472/30473)

When I removed the Morgan Plus 8 from the box, I immediately noticed the small wheel diameter – until 2-3 seconds later, it clicked: there's the new chassis underneath! So I immediately took it out of the box and inspected it. Yes – finally!

The original Morgan Plus 8 appeared in 1969 alongside the existing Plus 4. Equipped with Rover V8 engines of 3.5 - 4.6 liters displacement and an initial power of 150 hp, it was produced with approximately 230 hp until 2004.

Optics/Processing
Without directly comparing the Carrera car to the original, it appears to be very well executed formally. The proportions seem to be right, the driver a bit tall, but the car was also quite petite. The driver figure is very realistic, although a bit more of the interior could be realized, as there's plenty of space underneath.

The dark green paint job has a British feel, while the light blue version, at first glance, takes some getting used to on this classic roadster. The paintwork and lettering are absolutely flawless; even the small plates in front of the radiator are neatly executed. The 'real' spare tire is also a good fit. A thin plastic dummy is lighter, but the rubber tire looks more authentic. The Morgan Plus 8 doesn't have lights—not that I miss them—but I'd gotten used to them.

Technology
On the new Evolution/Digital 132 chassis, the magnets are located on the inside. The guide keel can be rotated approximately 80° on each side! The front wheels are mounted via independent suspension. This makes it possible to position the guide keel further forward, even if, as in this case, there is hardly any space in front of the front axle.

Driving behavior
To remove the magnets, the body is detached from the chassis. The rear magnet is attached with a plastic clip. Using a small screwdriver, you can lift it out of its anchorage and remove the magnet. The magnet in the middle of the chassis sits between the motor and the circuit board. To remove it, unscrew the circuit board. Removing the magnets is a bit more complicated than with the old chassis, but it didn't take longer than 2-3 minutes. Then the Morgan Plus 8 could finally go on the track! With 13 volts on my approximately 12m long test track, it was really fun! The tires have good grip and the Morgan, which weighs just over 70g, could be quickly and controllably drifted around the track. The coordination of the front end/guide keel to the track is almost ideal. Without deliberately provoking it, I was unable to throw the car off the track.

I then placed the light blue Digital 132 version on the track with the full set of magnets. However, this is a stop-and-go operation. The magnets are much too strong on this lightweight model. It doesn't fit together. After removing the rear magnet, it felt much better. The car can be driven very quickly around corners, and extensive drifts are possible because the magnet is very wide and the guide keel no longer poses an obstacle due to its large rotation angle.

Conclusion
The new chassis completely won me over, although this small, lightweight car certainly doesn't represent the average Evolution/D132 car. I'm curious to see how the wide, flat race cars perform on the track! Anyone who enjoys driving around twisty tracks without magnets and with feeling will definitely get their money's worth with the Morgan Plus 8!


CoMod martinmm

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Review by CoMod JoergW on the Carrera Evo/D132 Morgan Plus 8
(27294 and 30472/30473)

Optics:
The vehicle cuts a very good figure in the pit and on the track. The proportions are harmonious and faithfully realized. Green is the classic color of English racing and sports cars, and light blue is a trendy 70s design. Details like the rally badges on the front and the "real" spare tire further enhance the vehicles. With the nicely designed driver figure in his authentic outfit, I would have preferred at least a hint of sculpted legs. Unfortunately, the Plus8 doesn't have lighting, which is certainly due to the very tight space in the front area. When driving digitally, you'll probably miss it most because of the refueling signals.

Technology:
The new chassis and especially the new guide keel area are a success. The car now looks very tidy from underneath and no longer so assembled. It's somehow more prototypical. This, of course, has a small drawback, more on that later. The significantly expanded swivel range of the guide keel allows the car to drift more controlled, especially on Turn 1, which is included in the basic package layout. Early locking and un-locking is a thing of the past with reasonably normal (and certainly very fast) driving. Unfortunately, the new magnet regulations aren't really on the side of slot racers. They're intended to prevent children from swallowing magnets, so the magnets can no longer be simply removed from the outside with a screwdriver. You have to disassemble the chassis and then unscrew the circuit board inside for the center magnet. The holder at the rear can be easily bent open and lifted off with a mini screwdriver. It makes sense to remove the motor for this work. This is a great opportunity to really get to know your new slot car. :-) Most of us won't be changing our setup every day, and while the driving fun can still be had with magnets, the very light vehicle is actually overwhelmed with the full load. Test and decide for yourself which magnets stay in. To each his own, just like with old Fritz.

Processing:
All parts fit perfectly, without burrs, paint defects, etc. The printing is detailed, not smudged, and also abrasion-resistant (assuming normal gripping).

Driving behavior:
I've already said a lot about this in the technical section. Of the previous evolutionary stages of the Evolution vehicles and their digital counterparts, this is the best vehicle concept to date, purely from a driving perspective. Personally, I would prefer this chassis with the sliding magnet from that time, but as always in life, you can't have everything. The Plus 8 has well-fitting and extremely grippy tires that allow for fast driving. I don't see any need for tuning tires any time soon.

CoMod JoergW

Review by CoMod Lotus of the Carrera D124 Ferrari GTO Targa Florio (23728)

Yes! Strike! A new Ferrari for the 124s!
And the best part: It's not red! You know that feeling? Ferrari meetings... Endless expanses. Endlessly red. Always red. As if there were no other color for the brand with the horse. At some point, it just gets boring, just as boring, by the way, as English classic cars in British racing green. You just have them. Because everyone has one in red. And you don't want to stand out with your Italian phallus. Just imagine what the chief physician in your neighborhood might say with his red 355. Or your own lawyer with his red 456. That's unacceptable! Embarrassing! But... let's not go there. That would be going too far...

As a Carrera fan, you're all the more delighted when you get something like the new 250 GTO: blue with yellow stripes! Simply beautiful. And it was even available in that color. Okay, it didn't win the race back then; Davis/Pucci won in a Porsche 904 GTS, but that's beside the point. The main thing is that there's another really cool car for fans of the larger scale. And we have one of those here! With that in mind: always stay in the slot!


CoMod Lotus

Test report from CoMod Carrera124 on the Carrera D132 Peugeot (30463)

Saturday, June 13, 2009, 3:00 p.m.: The start of the 24 Hours of Le Mans is being broadcast on television. Peugeot is once again challenging series winner Audi with the 908. Shortly afterward, the doorbell rings – the postman brings the latest Peugeot 908 from Carrera. He couldn't have chosen a better time. Admittedly, this model is the version that competed in the 2008 12 Hours of Sebring. As with the previously released color variants, black and white dominate here. This basic design is flanked by blue lines, and this relatively minor change alters the familiar appearance in a striking way. The paintwork and lettering leave nothing to be desired, and the car looks very attractive on the test track.

As is always the case with color variants, there's not much to report on the technology . It's the familiar chassis with the removable motor-gearbox unit. My example also suffered from a somewhat stiff front axle. The cause was quickly discovered: there's very little space under the driver's seat to accommodate all the cables and connectors. A neat rerouting solved the problem. It's best to use the small rectangular recess between the motor and the digital board, as well as the space below the digital board.

Regarding the road test: with the full magnet load, respectable lap times are achieved, but the limit is conspicuous by its absence. The handling is correspondingly hectic. Things become significantly more harmonious when the rear magnet is removed. The car sits very firmly on the track, and the smooth ride is noticeable. To improve grip, the rear tires should be sanded a bit. This earns the handling the rating "suitable for long distances." However, given the rather small angle of the guide keel, tight corners should be approached with caution.

Sunday, June 14, 2009, 3:00 PM: The checkered flag falls at Le Mans, and Peugeot achieves its long-awaited victory on home soil at the third attempt. They deserve it—it certainly won't hurt the popularity of the 1:32 miniature.


CoMod Carrera124

Test report from CoMod Carrera 124 for the Carrera D124 Ferrari 330 P3/4 Le Mans 1967 "No. 22" (23731)

Scuderia Filipinetti
A red Ferrari—that's not unusual so far. After the sister cars with starting numbers 23 and 24 had already appeared in the analogue range, this variant now completes the armada from the model year 1967. The visual impression is dominated by the wide white stripe on the roof, and the bold blue edges of the wheel rims further distinguish the car from the other two red vehicles.

If you take the Ferrari out of the pits and directly onto the track, the result is initially unsatisfying: the rear wheels sink deep into the wheel arches, the rear end droops, while the front end rises aggressively. Things can't stay this way...and fortunately, the appearance can be improved in a few simple steps: The standard 1/24 chassis offer the option of adjusting the ground clearance separately for the front and rear. Therefore, the rear axle is set to "high ground clearance," while the front axle is left in its factory state, i.e., "low ground clearance." I also remove the compression spring on the front axle. With these adjustments, the car sits upright and is much more visually appealing on the track. And this applies not only to this color variant, but to all versions of the 330 P4 released so far (and, incidentally, also to the Ferrari 575).

Technically, it's familiar fare, and therefore absolutely nothing new to report. The 330 P4 will probably never be a time fighter for me again. Other cars achieve significantly better lap times on my test track. However, my test car impresses with truly smooth-running axles and rims, as well as tire grip that's just as good as that of the tuned tires. This allows the car to drive quite smoothly and smoothly even without magnets, and will therefore continue to make occasional race appearances in the future.

CoMod Carrera124

Review by CoMod Mike... on the Carrera Evo KTM X-Bow
(27288)

When Chris writes in his report on the white 911 that "white" is back in fashion, my motto is: "Black is beautiful!" Some might counter that you can't really see a black car on a black road... yeah, sure... so what ;-)

I see it the same way, among other things, even though my tests took place on a gray wooden track surface. Black vehicles do require a certain amount of concentration on the controller, but personally, I don't see the X-Bow as a production racing car! For me, the open-top fun racer is exactly what it is in full scale: a go-cart-like fun vehicle! And it's fun... even in the 2009 version.
release black paint!

The mix of high-gloss painted body panels contrasting with the matte body surfaces has its own charm, which only becomes truly apparent in detail. It's not a vehicle for distant observation... And so, you often find yourself kneeling at eye level, watching the "Black X-Bow" float by... Floating is perhaps a bit of a misconception; it reminds me a bit of my beloved Batman "Thumbler" in the Batboy version...

But all in all, a truly futuristic testament to the times from the Austrian moped manufacturer KTM, which I would happily consider a size larger on the slash track (which doesn't mean, however, that it should replace a racing series vehicle in the range ;-) !!!)

CoMod Mike...

Review by CoMod Carrera124 on the Carrera Evo/D132 Porsche 911 white
(27287 and 30466)


The color white is back in fashion!
And so, at Carrera, the Porsche 911 and the Audi R8 will once again be on the starting grid. Their color scheme makes the cars highly visible on the dark track, which is certainly desirable in racing. The interiors are black, and the windows also appear rather dark, creating an attractive contrast to the body color.

Technically, there are essentially no differences compared to the previously released versions. It's worth noting, however, that the interiors of the bodywork are partially painted black, largely suppressing unwanted glare from the lights outside the headlight lenses. And the tires tend to offer a higher level of grip—this applies to all 2009 test vehicles I've seen so far. I sincerely hope this trend continues!

CoMod Carrera124

Review by CoMod martinmm on the Carrera Evo/D132 Mercedes-Benz SLR McLaren GT
(27298 and 30484,30485)

Even here in Mercedes-Benz country, you rarely, if ever, see it in the wild. So far, I've only been fortunate enough to see it in action on the test track in Untertürkheim.

Optics/Processing
The only flaw I could find on the test vehicle was a slightly too large gap on the left side of the attached rear end. Otherwise, even after a very meticulous search, no manufacturing defects could be found. The rims are four-tone, and the side gills and the ventilation slots on the
The hood is perforated, giving the vehicle a very lively appearance. The LEDs of the headlights are mounted transversely and transmit the light indirectly to the two dual headlights, which still results in sufficient light output. The long front overhang limits the lateral glare of the light beam under the wheel arches. The body could sit a bit lower on the wheels. The track width of the body is fully utilized.

Technology
The McLaren features the current chassis with the magnets mounted on the chassis. Thanks to the long front end, the guide keel is mounted in front of the continuous front axle. All axles and wheels run very smoothly and smoothly. For the engineers: The total weight (without holding magnets) is 98g. The rear track width is 63.5mm, the front 59.5mm, and the wheelbase is 83mm. The rear axle to the guide keel pivot point is 104mm.

Driving behavior
I tested it as follows: Remove the magnets. With 13 volts on my test track, the McLaren runs like clockwork. The tires have really good grip, assuming the track is dust-free. If you enter corners too optimistically, the rear end tends to skid. Thanks to good control keel adjustment and the large angle of rotation, however, this doesn't pose a risk of premature desloshing. With a bit of feel for the controls, you can achieve really fast lap times and a lot of driving fun with the Mercedes. And all without any modifications to the car.

Conclusion
The Carrera SLR McLaren delivers on its visual promise in terms of performance! I'd prefer it in 1:24, though :-)


CoMod martinmm

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Review by CoMod Mike... on the Carrera Evo/D132 Mercedes-Benz SLR McLaren GT
(27298 and 30484,30485)

SLR 722 GT: what kind of car is that, or rather, race car! A look at the SLR-Club.com website makes it clearer: the idea came from the club members themselves. Why not convert the SLR into a "real" race car and race them against each other? No sooner said than done. Anyone who owns an SLR and/or the necessary cash can have around 400 parts modified on the standard SLR by the renowned British racing car manufacturer RML! The whole thing, unfortunately, isn't road-legal, but it does include its own club trophy with races throughout Europe, support, and complete racing equipment. The things money can do for... ;-)

Of the 21 SLR 722 GTs built, in addition to the silver versions, there's also a very striking orange paint job, which Carrera produced for the D132s! I see the production SLR here at work almost every day, but I just can't get enough of it. The GT version with its oversized rear spoiler takes it to the next level and really demonstrates the sheer power that lies dormant within this car!

On our SG-Stern wooden track without magnetic strips, the SLR showed a rather gentle side. Which isn't a bad thing at all. Even out of the box, it exhibited pleasant drifting behavior. Only the good grip of the soft tires was a bit of a problem on wood. The usual grinding of the rear tires naturally improved the smoothness. On the Carrera track, you should probably achieve good lap times without much effort! Compared to this year's other new cars, the SLR has so far demonstrated one of the best handling characteristics and would visually fit very well into a GT racing series! The car's beautifully executed appearance is somewhat marred by the tire diameter, which leaves a bit too much air in the wheel house. But you only notice this briefly on the starting grid! Later in the drift, it's no longer noticeable ;-)

By the way...TRG Motorsports, together with RML, prepared an SLR 722 GT for a Speed ​​GT race in the USA this year. I hope this isn't an isolated incident and we'll see more of this car. Perhaps even in this beautiful dark blue race version on our local Carrera track!

CoMod Mike...

Test report from CoMod joergW on the Carrera Evo/D132 Nissan GT-R GT500 JGTC "No. 22"
(27297 and 30478, 30479)

New car, new successes
Nissan entered the 2008 season of the Japanese Super GT Championship with five brand-new race cars. After four years with the 350Z model, the company switched to the racing version of the Nissan GT-R, unveiled at the Tokyo Motor Show, for 2008, and the Suzuka 1000km race proved Nissan right. All teams placed in the top ten, and Nissan colors were visible at the top of the podium. The vehicle is now available in a civilian version for just under 100,000 euros, which offers plenty of power with almost 500 hp. There's even a GT1 version available for the "big races" on the continent. Nissan is investing in its new flagship.

Carrera is now bringing two of these models to the slot tracks in 2009, in race-ready colors "red" and "yellow," which are visually very well realized. The printing and mold details are very realistic. At first, I thought the space in the wheel arches was due to the model construction, but a look at the original photos proved me wrong. The vehicle is also true to the original.

The illumination from the very precisely shaped, rather small headlight units is still okay, but it can leak through small gaps. A minor cosmetic flaw, nothing more.

The most important thing about the vehicle, its handling, is quite impressive. The Nissan doesn't come out of the box very quietly, partly due to the low-profile tires that offer little damping, but it's all the faster and more powerful for it. The tires, which have quite good grip, should be secured with a bit of adhesive to prevent them from slipping sideways, and then the Nissan is really fun to drive. This applies to both the magnetic version with its familiar quirks and, gradually, to the magnet-free version.

All in all, the Nissan is a valuable addition to the starting field and can hold its own alongside the Porsche GT3, BMW Z4, SLR-McLaren GT, and other GT cars. However, the other cars may be looking at it from behind. The new rudder area is clearly a positive feature in the Nissan, and the model can also fight for podium finishes.

CoMod joergW

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Test report from CoMod long for the Carrera Evo/D132 Nissan GT-R GT500 JGTC "No. 22"
(27297 and 30478, 30479)

Caution!!! A Japanese "arashi" (German: storm) is brewing , and the press is writing about this powerhouse:

In the British car magazine Top Gear, the Nissan GT-R lapped the production test track, an airfield circuit at Dunsfold Aerodrome in Surrey, faster than the Lamborghini Murcielago LP640 or the Porsche Carrera GT. Nissan set a new best time for the GT-R on the Nürburgring Nordschleife. The all-wheel-drive, 356 kW/485 hp super sports car completed the 20.8-kilometer roller-coaster track in the Eifel region in 7:26.7 minutes. This meant the GT-R only narrowly missed the lap record for production cars, which a Corvette ZR1 set in the summer of 2008. Nissan came within three-tenths of a second of this best time. After unpacking the two test vehicles, all I could think was: WOW, what awesome cars.

This was precisely what would later prove to be true! You can literally see the power and aggression of this powerful car. The paint schemes of the original were really well executed on both models. Personally, I think the red and black one looks a bit better, as it looks really badass with the black rims.

The new chassis technology has its advantages: very tidy, soft return springs, and plenty of room for trim weights. I've rarely seen a front axle (on both axles) with such smooth concentricity.

During the GT-R test drive, I took a closer look. Without the rear magnet, the Nissan is completely convincing. The engine responds perfectly to the throttle, and the car's bodywork makes it respond instantly. Thanks to the smooth, soft rubber, the Nissan sits like a board on the track. But even without the magnets. The Nissan with lead completely won me over: it's simply tremendous fun!

For me, this is definitely the No. 1 of all the EVO DIGITAL vehicles I tested in 2009! Anyone who doesn't get this (sorry) beast is missing out. As a 124cc fan, all I can do is envy the 132cc community for this truly accomplished car.

CoMod long

Test report by CoMod Lotus on the Carrera Evo/D132 Pontiac Firebird Trans Am '77 (27299 and 30480,30481)

In 1977, a film was released that everyone between the ages of 30 and 45 probably knew: Smokey and the Bandit - (German film title "Ein ausgekochtes Schlitzohr")

Contents:
Due to an insane $80,000 bet, Beau "Bandit" Darville (Burt Reynolds) and Cletus "Snowman" Snow (Jerry Reed) attempt to travel the two 900-mile routes between Atlanta and Texarkana in just 48 hours, driving a Pontiac Firebird Trans Am and a giant truck, to smuggle 300 cases of Coors beer from Texas to Georgia. The outward journey is nothing short of spectacular. On the return trip, however, Bandit picks up hitchhiker Carrie (Sally Field), a bride who ran away shortly before her wedding, and thus gets himself into a lot of trouble with his thwarted father-in-law, Texas Sheriff Buford T. Justice (Jackie Gleason). And that brings us to the unsung hero of the film: the latest slot car from Carrera!

A black Firebird with a golden bird became synonymous with the "Bandit." Pontiac's advertising strategy worked: Thanks to "Smokey and the Bandit," the 1977 model of the Trans Am sold over 60,000 units, three times more than in previous model years. It wasn't really a special model; it was simply a standard Trans Am Special Edition of the '77 model year, available only in black with the coveted gold ornament.

The Firebird was powered by the 180 hp 400 engine or the 185 hp 403 engine, which came from sister company Oldsmobile. Later that year, Pontiac offered a performance-enhanced version of the 200 hp 400 ci V8, which was immediately advertised on the hood as the T/A 6.6.

Let’s look at the model:
Of course, the Carrera model isn't the official movie car. But certain similarities to the black Pontiac are undeniable... I've had the red Digital and the silver EVO here to test so far, and I'm eagerly awaiting the black one.

The lettering is of the usual high quality, and the bird on the hood, the unofficial trademark of the '77 Trans Am, is very nice. Okay, the driver's hat is a matter of taste, but for me, it's simply a part of this car. The SNOWFLAKE rims, introduced in '77, are well-executed.

Technology: Here we have the new, improved chassis. Much has been written about this, so I'll spare you the trouble of listing the changes here. There's no independent suspension on the front axle; the car is long enough that there's enough room for the guide keel and still fits a through axle.

The car handles well on the track, is also well-suited for beginners, and is very docile. In aggressive K1 tracks, it rubs a bit over the edges due to the narrow tires (compared to other American cars), but it still remains easy to control. Leading isn't absolutely necessary in my opinion, but if you want it anyway, there's plenty of room.
The silver Evolution model can of course be digitized,

CoMod Lotus

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Test report from CoMod Long on the Carrera Evo/D132 Pontiac Firebird Trans Am '77 (27299 and 30480,30481)

I personally first noticed the car in the mid-70s. I was about 12 years old, and there was a new series on ARD with James Garner. "The Rockford Detective - Just Call Me" – older people will surely remember... the phone rings off the hook...ring...ring...then the answering machine - "This is Jim Rockford, please state your name and number, and I'll call you back..." What few people know, however, is that the series used a Pontiac Firebird with the Esprit trim (a Trans Am for the poor), but with a Trans Am engine to enable the car to perform stunts. The lead actor of the series, James Garner, chose the Esprit over the Trans Am because he felt the model better suited the role of Jim Rockford, who was always short on cash at the end of the month.

But let’s get to the model:
Regardless of which color (red, silver, or black) you ultimately choose, the Firebird has been truly beautifully executed. Of course, the obligatory Firebird on the hood is a must for this car. The car features the new chassis technology with a larger torsion angle and softer return spring. This immediately proved very positive in the road test. I really enjoyed the Firebird.

The engine is lively and responds well to the throttle. What's striking is that the Firebird sits quietly and cleanly on the track. The softer rubber compound of the tires is also immediately noticeable. The rubber practically grips the surface.

For fans of American cars, the Firebird is a must-have, and not just because of its looks and great handling!

CoMod Long

Review by CoMod Carrera124 on the Carrera Evo/D132 Porsche 911 GT3 RSR VIP Petfoods (27289 and 30461)

The Porsche GT3 rolls to the starting line in its sixth livery , this time sporting the "VIP Petfoods Racing Team" livery. The glossy black paint is brightened by the brightly colored logos of the Australian pet food manufacturer. This makes the design both diverse and highly visible on the racetrack.

The vehicle with starting number 39 was announced in the catalog. However, as already seen in the pilot sample blog, the variant with starting number 26 is now being delivered.

In terms of technology, the Porsche still has to make do with the existing suspension. A positive feature is the use of a softer version of the guide vane return spring, which results in a noticeable improvement in handling.


CoMod Carrera124

Test report by CoMod Lotus on the Carrera Evo/D132 AMG-Mercedes C-DTM 2007 TV Spielfilm 2009 "S. Stoddart"
(30468)

The Pink Lady…
When men think of pink cars, the first thing that comes to mind is Barbie. Okay, I admit, this is a complete cliché, but when I saw Susie Stoddart's current DTM AMG Mercedes on the table, my first reaction was: Barbie car! (That's why I immediately nicknamed it PINK LADY)

But, after surviving the first bout of eye cancer and taking a deep breath: This car has something!

Compared to the eternally silver or black versions, the Persson Motorsport team's current car is definitely a visual enhancement for the Carrera racetrack. Since 2008, the sweet Scot (yes, yes, I know, another cliché) has been driving the 2007 AMG Mercedes C-Class. So far, she hasn't been as successful as the former British kart champion had imagined, but that can still happen. In any case, with the Mercedes she drives in the TV movie, she's driving one of the most eye-catching cars in the field.

Carrera has done an excellent job with the Mercedes. There's nothing to criticize about the looks; the TV Spielfilm magazine cover, depicting a water squeegee on the roof, is very nice. Technically, the car also has a lot to offer: While the Benz still has the "old" chassis, it was one of the best cars in the field and can easily keep up with today's cars. The reason: wide axles/tires, a low center of gravity, the optimal combination. The car literally sticks to the track, pulls cleanly and smoothly around corners, and does so with a very lively acceleration.

A racing car that leaves nothing to be desired. Have fun with it!


CoMod Lotus

Review by CoMod Carrera124 on the Carrera Evo/D132 Audi A4 DTM 2009 - Mike Rockenfeller
(27292 and 30469)

It's almost become a tradition in the DTM: the current cars start in rather muted colors. The year-old cars, on the other hand, provide a splash of color and visual relief. This is no different in this case: in the 2009 season, Mike Rockenfeller, who drives for the Audi customer team Rosberg, will be racing in the red year-old car.

Carrera offers the car in both analog and digital versions. And I can't say it any other way: the visual impression is fantastic; a static model wouldn't look any better. The paintwork is impressively deep, and the printing is as detailed as ever. Overall, the car looks very realistic and is a true asset to the DTM starting field.

There is nothing new to report regarding the chassis and technology: the Audi has the same chassis as the other DTM Audis and therefore has comparable driving characteristics.


CoMod Carrera124

Review by CoMod Mike... on the Carrera Evo/D132 Ford Capri (27295 and 30474)

Klaus Ludwig's DRM Ford Capri RS 3100 from the 1975 DRM Hockenheim round. I was almost exactly 10 years old when Klaus Ludwig raced around the Hockenheimring in this car! Unfortunately, I had no idea what I was missing back then, because no one in my circle of friends or family was really interested in motorsports at the time. I already had my Carrera Universal back then, but it was limited to four cars, which I unfortunately never got to compare with the originals! What a shame!

I was all the more excited about the 2009 model innovation from DRM history...

Regardless of whether you have historical memories of this car or not, even today the white and blue paint scheme is, for me, one of the most beautiful and simple color combinations you can find on the racetrack.

But let's quickly get to the technical details: does the car actually deliver on the track what its wide stance promises? The body sits firmly on the extremely wide tires at the front. The even more massive "shoes" at the rear could dip a little deeper into the widened rear, but that doesn't detract from the overall impression! The monstrously wide tires are certainly impressive, but they also raise doubts about their authenticity! But no sooner had the first pictures been discussed than chief designer Leifer pulled the appropriate photo evidence from his hard drive image archive! From a slot car perspective, the wide rear tires can only be a positive...but on the front axle??? The independent suspension on the new chassis certainly helps here. The increased friction caused by the separation of the front axle compensates for this! At the same time, the space gained under the hood allows for a better position of the guide vane slightly forward of the axle. The height, and thus the contact area with the power lines, also fits neatly on the track. The increased angle of rotation of the keel allows enough room for extreme drifts. But does the car really need this?

So let’s get on the track!
Anyone familiar with my tests knows that I test the latest Carrera models on the wooden track at SG-Stern Sindelfingen. That means I'm driving the racers on extremely challenging terrain...for which they're not necessarily designed...but anything that works here can only win on the Carrera track!

The Capri purrs off smoothly and runs smoothly enough right from the start-finish straight. However, there's a slight bump in the curve. Our track doesn't have magnetic wires, so the magnets are ineffective! The wide tires are very soft and therefore offer such strong grip on our wooden track. Gluing and sanding the tires is therefore a basic requirement for proper driving on wood and, of course, also helps on the plastic track.

After grinding the tires, the Capri's strength really comes into play with its wide rear end. So, if you're suffering from a lack of grip without a magnet on your track, I can highly recommend this car! The only question is, will this car actually make it to the track...or will it end up in a display case? ;-)

Because the Capri doesn't need to shy away from comparisons with purely stationary vehicles. So... and now take another look at the pictures I took on our wooden track! All that's missing now is the powerful sound...


CoMod Mike...

Review by CoMod Long on the Carrera Evo/D132 BMW Z4 M Coupé (27290 and 30462)

The Schubert Motorsport team was also extremely successful at the 5th round of the VLN Endurance Championship (June 27, 2009) on the Nürburgring Nordschleife. Following the one-two finish in the last race, they again secured victory with both BMWs.

The 2008 racing version brings another winner to the track. The white, blue, and red color scheme is truly appealing.

The Z4, whether analog or digital, features the same familiar technology. When setting up, the version without the rear magnet is preferable.


CoMod Long

Review by CoMod Mike... on the Carrera Evo/D132 Audi R8 (27286/30464)

Design icon in white!
Chris already aptly wrote it with the 911... "White is back in fashion!" For designers, white has always been a color (strictly speaking, white isn't really a color ;-)) that best emphasizes the contours and the actual design of the vehicle! And so it's gratifying to see more of this "non-color" on the road today! Except for the cleaning and polishing as the owner of a 1:1 scale vehicle, but that's less of a problem with a 1:32 scale sports car. This way, you can bring home one of these beautiful supercars at an affordable price without any regrets!

I'm actually a fan of cars with starting numbers on the racetrack, but white also looks very classy in miniature – the R8 looks quite good as a decorative element, and not just in contrast to the black road surface! Yes... they're actually meant to be driven, but beauty doesn't have to stay in the hobby room! So my personal tip: Put one of these white supercars discreetly in a display case or on a shelf and let it do its work! Nicely placed, I'm sure your partner or two will also like it! But that only works if you haven't already filled your apartment with overstuffed display cases ;-)


CoMod Mike...

Review by CoMod Lotus on the Carrera Evo/D132 Golf GTI Tuner 4
(27283 and 30459)

And another Wolfsburger!
For fans of well-maintained classic cars, the new GTi tuner arrived in dealerships these days. After the white, the black, and the awesome GULF version, now finally a Golf in a color that appeals to me (the black and white VWs weren't really my cup of tea. Gulf doesn't count: You could paint a Russian T34 GULF blue, and I'd love it).

The gold-bronze color is a paint job that suits my taste. There are two spoiler bowls with a similar paint job in my hometown; the color just has something special. And the car looks good on the track. The technical details are the same, and I don't really need to say anything more about the handling. Get out there and have fun!

CoMod Lotus

Review by CoMod Long on the Carrera D124 Chevrolet Corvette C6R Bad Boys (23733 and 23734)

The sight of these two bad boys is enough to take the breath away from rivals, and not just on the track. No matter which side you look at the Corvette from, the enormous sculls immediately catch your eye. Speaking of eyes: if you haven't noticed yet, take a closer look at the scull's eyes and nose!

It's really nice that both team vehicles are available this time. Both versions are beautifully executed in yellow and black. You can't pass up either version. They're both simply a must-have, in my opinion.

Both vehicles are available with the familiar technology. For even more driving fun, you should treat yourself to the two tuned tires and a 12:48 gear ratio; driving without magnets is certainly another good option.

CoMod Long

Test report from CoMod JoergW on the Carrera Evo/D132 Morgan Aeromax
(27293 and 30470/30471)

You might almost think you're looking at a Morgan from the 1970s, but it's the newest member of the long-established family, which delighted the public at the 2005 Geneva Motor Show. The model was originally intended to be a one-off, but a slightly modified version is now being produced in a limited edition of 100. The final units are scheduled to be delivered for the company's 100th anniversary in 2009.

Optics:
Both vehicles are quite accurate to the real thing, with the proportions being maintained, even if the actual vehicle appears larger. The Aeromax appears significantly beefier and more compact than the Plus-8, but this doesn't detract from the positive overall impression. The metallic effect of the green version is a bit too pronounced for my taste. The highlight of both versions is definitely the lovingly crafted driver figures.

Technology:
The vehicles have a pleasantly low center of gravity. Combined with the new chassis, particularly the extended pivot range of the guide keel, good to excellent handling characteristics can be expected. The independent suspension allows for long-trailing front wheels, so no braking effect is to be expected. Unfortunately, this Morgan also lacks lights, something that digital enthusiasts will especially miss, as the refueling function is much easier to handle with lights.

Processing:
There's little to criticize here. The bonding of the two-piece rim can cause imbalances that are difficult to correct afterward.

Driving behavior:
The positive effects of the Aeromax, such as the low center of gravity and the improved rudder area, are clearly offset by the choice of tires. True to the original, the Aeromax has very thin "low-profile" tires. In conjunction with the rims, the full contact area is not always available, thus sufficient tire grip is not guaranteed, especially when driving without a magnet. The tires generally offer a normal level of grip; one could compare them to golf tires.

Conclusion:
The car certainly makes a nice change in the range and pairs very well with the Morgan Plus8 on the track. It won't be able to maintain much more than an homage to the company's anniversary with exotic status in the long run. This car should not be missing from the collection of collectors of aerodynamically shaped bodies.


CoMod JoergW

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Test report from CoMod Lotus on the Carrera Evo/D132 Morgan Aeromax
(27293 and 30470/30471)

The Brit with the Bavarian heart!
Retro style is in! The best examples are reinterpretations of well-known/popular classics like the MINI from Rover/BMW or the 500 from FIAT. But there are also car companies (albeit few) that don't need such a thing because they've been building the same car for 70 years and still don't look old-fashioned. The best-known example is probably the English car manufacturer Morgan, which is celebrating its 100th anniversary this year. And this brand has, among other models, the Morgan 4/4 in its range, which has been produced in virtually unchanged form since 1935. So it was all the more surprising when a concept car was presented at the Geneva Motor Show in 2005, which sparked storms of enthusiasm among the brand's fans. And since the average Morgan driver is rather conservative, that's saying something.

The Aeromax is based on the Morgan Aero 8, introduced in 2002. The Geneva concept car was built for a friend of the Morgan family, Prince Eric Ioan Sturdza, owner of Banque Baring Brothers Sturdza SA. The overwhelming response to the car prompted Morgan to launch a limited series of 100 units.

Like its forebears, the Aeromax is built on a laminated ash wood frame, with a hand-crafted aluminum body. The car is a coupe with a fastback featuring a striking crease in the centerline, similar to the Bugatti Atalante. Ample storage space is found beneath the split rear window. The heart of the car is the 4.8-liter BMW V8 engine, producing 367 hp (at a curb weight of just 1150 kg).

Judging by these figures, CARRERA has faithfully reproduced the AEROMAX. The model weighs just 84 grams, including magnets, making it the lightest car in the EVOLUTION or DIGITAG 132 range. This makes the Morgan very fast and light-footed. The new chassis is a noticeable improvement: the independent front suspension allows the guide keel to be positioned between the front axle, and the guide keel itself is very smooth. Furthermore, the new chassis no longer feels as "blocky" as, for example, the Manta or GTi.

The body itself is available in British Racing Green or anthracite; I personally prefer the gray. The car also has a special gimmick: The driver smokes a pipe! The model for this is apparently no stranger in CARRERA circles.
Unfortunately, the car doesn't have any lights, but that's probably something you can live with. I'm more bothered by the missing dual exhaust. Although that probably wouldn't have survived the first crash, which is why it's not present on the model.

Conclusion:
A truly unusual car that CARRERA has brought to the track. But all the more interesting for it!

CoMod Lotus

Review by CoMod Mike... on the Carrera D124 Ford GT40 MkII Le Mans
(23735 and 23736)

Yeah, yeah...the first product illustrations don't really show the actual proportions, but what I fish out of the shipping box is a whole different world...

The first impression is immediately apparent: a beautiful, glossy finish to the paintwork, and the printing is flawless. Even DSC-experienced club members are envious of the excellent execution of this Le Mans classic!

There's nothing new to report on the technical side: the high-quality chassis is heavy, but that naturally results in a correspondingly solid roadholding, even if one could wish for a slightly lower weight! Due to the manufacturing method, the wide tires on plastic rims can't be compared to machined rims, but a light sanding of the rear tires results in excellent running characteristics on our wooden club track, as always! Sanding the wheels is recommended, as with any slot car, not just when driven without a magnet. Sanding is, of course, not necessary for fun with the GT40 on the Carrera track. However, as mentioned, it is recommended.

Compared to other D124 vehicles, the front axle sits nicely in the wheel arch. However, I still recommend removing the axle spring. Then lower the front end with the swing arm bolt to achieve better steering.

Switching to analog mode, however, revealed a drawback: not in terms of handling – drifting is very enjoyable – but the lighting is too dim compared to the other D124 models! This requires some tinkering. On a digital track, this isn't as noticeable due to the continuous light, which always operates at full voltage. Looking at the body and chassis, I see this lighting compromise is due to optimization within the vehicle. The body, with its large recesses, is thus manufactured in one piece (welded together) and doesn't require two additional parts to be bolted together, as is the case with the Ferrari P4. This simplifies assembly, but the light output of the side LEDs suffers!

Still, it's a beautiful vehicle with excellent handling (with sanded tires) on the wooden track. You can also crank up the voltage a bit and the car still remains stable!

For me this is definitely my newest favorite car in 1:24.

CoMod Mike...
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Review by CoMod JoergW on the Carrera D124 Ford GT40 MkII Le Mans
(23735 and 23736)

The legend of the Ford GT began in the early 1960s. Henry Ford II wanted to return to racing for marketing reasons and wanted to use the Ferrari company, which was experiencing considerable financial difficulties at the time. However, negotiations with the stubborn Enzo Ferrari failed due to the latter's desire for clear dominance in this joint project, with the Ferrari name at the forefront. Ford refused to accept the role of a junior partner. Henry Ford II now declared no less a goal than victory at Le Mans and thus victory over Ferrari.

Carol Shelby, John Wyer, and Eric Broadley contributed their experience, including from the Lola GT, to the project, and as early as 1964, two GT40s were racing at Le Mans. The GT40 featured a monocoque construction and a mid-engine. Revolutionary designs for the time! It also featured riveted and bonded lightweight metal panels. Initial aerodynamic difficulties led to the GT40 Mk II with the distinctive rear spoiler, which we now have as a model.

The Ford GT 40 Mark II is a racing car with a height of just over 100 cm, which explains its name (GT 40 = 40 inches high). The bump in the roof was added later to accommodate a slightly taller driver.

The first victory was achieved by a GT40 in 1965 at the Daytona Continental 2000 km race. Not only did second place go to the Cobra Daytona, and third place again went to a GT40... no Ferrari reached the finish line. Thus, the "Ford Racing" project was over.
expired.

In 1966, the MK2 achieved triple victories in both 24-hour races (Daytona Beach and Le Mans). Bruce McLaren and Chris Amon made it to Le Mans in 1966, winning the race in the GT 40 MkII. The GT 40 Armada crossed the finish line in first, second, and third places. Henry Ford II traveled to La Sarthe especially to line up his cars for a victory photo. The photo went around the world.

The Ferrari 330 P3s scored points much less frequently, and Ford won the 1966 World Championship. In 1967, the changing of the guard began. Ford GT 40 MK2s and MK4s raced simultaneously. The MK4s took the wins, but the MKs continued to score points. But now to the Carrera model, which many car racing enthusiasts have been waiting for long enough!

Optics:
The model looks very true to the original and is highly detailed. The paintwork and decals/printing are clean and crisp, right down to the finest lines. The delicate, exposed mirrors should be removed before racing, however. Incidentally, the silver lines on the front covers of the side lights are not botched, crooked chrome trim, but rather represent the tape strips used at the time.

Technology:
There's nothing new to report in the guide vane and pickup bar area. If you like, you can certainly remove the front axle spring to lower the car's appearance a bit. I didn't notice any advantage in handling on the small track. The day before, I was still racing with the spring. The front LEDs are probably mounted to the sides because of the one-piece body. Black caps are intended to prevent them from shining through into the body, as is the case with the taillights. Light only escapes to the front. Unfortunately, this now means that very little light escapes from the headlights through the plastic light duct on the GT40. This handicap must be taken into account when driving at night and when refueling. Removing the front caps and masking the scattered light areas with felt strips improves the situation somewhat. There is certainly still room for improvement here.

Driving behavior:
Now to the part that takes place outside the display case: driving and racing. Inspired by a question in a forum and my playful instinct, I tested whether tuning tires from other, already available vehicles would fit the GT 40. To cut a long story short, yes, such tuning tires exist. The rear tires of the Grand Sport fit perfectly. Although the tires were already mounted and a race in our small home digital track series was coming up, I decided to conduct the test under real conditions. The GT 40 drove very smoothly, it is well balanced, and can particularly handle regular corners at high speed. Even on fiddly short sections of track with changing directions, you can get it
not so easily upset.

Since the other competitors had no objections, I ran the GT40 as it was, just removing the magnets and fitting tuning tires, without any further preparation, in the following 30-minute race against the Grand Sports in the 1960s class. The GT40's last place certainly wasn't due to the car ;-) The idea quickly arose to test whether the contemporary Ferrari 330P4 and the GT40 could be driven in a racing series. There would then be plenty of vehicle and design choices, and the series would be a real visual treat.

Reserve enough space under the Christmas tree and make your wish lists accordingly—it's worth it!

CoMod JoergW

Test report from CoMod Carrera124 on the Carrera Evo / D132 Chevrolet Chevelle SS 454 '70
(27300 and 30482/30483)

Technical data:
Weight (complete vehicle with magnets): 109 grams
Weight (complete vehicle without rear magnet): 107 grams
Weight (complete vehicle without magnets): 105 grams
Weight (body): 37 grams
Length including spoiler: 157 mm
Wheelbase: 90 mm
Track width (front axle): 55 mm
Track width (rear axle): 55 mm
Other: front with independent suspension

Overview of the color and country variants:
Three color variants are worth mentioning here: First, in the analogue Evolution range, there's a street version in golden brown metallic (item no. 27300). In the Digital 132 range, there's a blue street version (item no. 30483) and a visually pimped-up "Super Stocker" version in yellow (item no. 30482).

The model:
The Chevrolet Chevelle was a mid-size family coupe—quite compact by American standards, but nevertheless a good 5 meters long. The more powerful models fell into the category of "muscle cars"—relatively inexpensive, powerful thunderbolts whose fascination remains undiminished to this day (although prices for original vehicles have risen significantly in the meantime).

The model:
Muscle cars have become something of a tradition at Carrera. Since the Ford Mustang and Corvette were first put on the racetrack in 2001, the company has systematically expanded this area in the years since. The bodywork leaves nothing to be desired: the characteristic shape of the original is very well captured, with plenty of chrome at the front and rear, as well as the obligatory decorative stripes. However, the front wheels sit a bit too low in the wheel arches for my taste. The wheel design itself is familiar and suits the Chevelle perfectly.
My personal favorite is the golden-brown metallic version, a typical 70s color, and a real visual change!

The technology:
As expected, we find a state-of-the-art chassis with internal magnets. The engine and transmission are familiar and therefore require no further description. Unfortunately, at the front, however, a continuous rigid axle was not used, but independent wheel suspension was once again installed. Opinions on this are divided. The guide keel is positioned almost exactly at the height of the front axle and is therefore practically invisible from the outside. For a rigid axle, the guide keel would have had to be moved significantly further forward, which would probably have impaired the overall visual impression. Furthermore, the car features lights at the front and rear. The interior of the body is painted black to ensure that nothing shines through the plastic.

Driving behavior:
The vehicle is relatively narrow and tall. Consequently, no miracles can be expected on the racetrack. In its standard condition—i.e., with both magnets—the limit is quite narrow. However, due to the relatively high weight, the roadholding is quite firm and the handling is free of unpleasant surprises, which is rather unusual for magnetized vehicles.

Removing the rear magneto changes the picture: the engine can rev much more freely. On straight sections, it moves along with mighty power. While the limit is greater in corners, the high center of gravity still requires a great deal of finesse. And if you read contemporary reviews of muscle cars, this handling seems to be very true to the original.


CoMod Carrera 124

Test report by CoMod JoergW on the Carrera DIGITAL 124 Chevrolet Corvette Grand Sport (23729 and 23730)

1. Optics:
Hooray, the Grand Sport's pop-up headlights are open. This is certainly true for the metallic red kit car, which is a great new color for the starting grid. The paint job looks classy and is top-notch. Digital drivers in particular will certainly appreciate the open headlights, as they make programming, etc., much easier and night racing is truly possible.

The white and blue Sebring version is also visually appealing, although I would have preferred a different base color for easier differentiation on the track. The livery on this vehicle is true to the original and very accurate.

2. Technology:
Both models have very good front axle freewheeling. The transmission and rear axle run smoothly and quietly. The rudder could use a slightly larger turning circle; it's quite tight and practically snaps back to its starting position.

3. Processing:
The vehicles appear to be made from a single piece and exhibit no flaws in the workmanship. The fairly wide and grippy tires require a quick sanding first, as their edges aren't flush.

4. Driving behavior:
The Corvettes have a very good axle width-to-wheelbase ratio, and they're perfectly easy to drive with magnets. Without magnets, it's considerably more challenging, but doable. Compared to the potential racing partners from the exclusive 1:24 series, they're among the easiest to handle, but I'd still prefer the Carrera tuning tires on these cars.


CoMod JoergW

Review by CoMod Carrera124 on the Carrera D132 Porsche 911 Police
(30467)

Over 40 years ago, the first police Porsche patrolled a Carrera racetrack: from 1967 to 1974, the Porsche 911 with blue lights was part of the Universal 132 range. The large number of surviving, used models suggests that the model must have been very popular at the time.

While the original was equipped with a simple white body, the current model rolls to the starting line in a smart silver-blue color scheme. Modern technology has also found its way into the blue lights: no mechanical breaker contact like in the 1960s. The lighting is controlled via the digital circuit board. This is already familiar from the Audi R8 DTM Safety Car and therefore has the same operating modes:



Vehicle lights and indicators on
only flashing light on
only vehicle lights on
Vehicle lights and indicators off
If the Porsche is programmed as a pace car, the flashing lights switch on when leaving the pit lane and are switched off again after about 15 seconds


Equipped like this, the chase can begin – not only on digital, but also on analogue racetracks!


CoMod Carrera124

Test report from CoMod Carrera124 on the Carrera Evo VW Scirocco GT24
(Article no. 27296)

Technical data:
Weight (complete vehicle with magnets): 99 grams
Weight (complete vehicle without rear magnet): 97 grams
Weight (complete vehicle without magnets): 94 grams
Weight (body): 32 grams
Length including spoiler: 141 mm
Wheelbase: 82 mm
Track width (front axle): 59 mm
Track width (rear axle): 58 mm
Other: Vehicle has continuous front axle

Overview of the color and country variants:
For now, the Scirocco will be launched exclusively in blue. First, as a dark blue version with the starting number 117, which will be available in both the analog and digital versions. Second, a lighter version, "Wörthersee 2008," will be released exclusively as a digital vehicle.

The model vehicle:
The racing version of the new VW Scirocco debuted at the 2008 Nürburgring 24-hour race, with a total of three cars entering the race with starting numbers 116, 117, and 118. The finish line was reversed: the car with starting number 118 finished 11th overall, and car number 117 finished 15th overall. In addition, the car achieved a dominant one-two victory in the "SP3T" class.

The model:
Following the Morgan Aeromax and Morgan Plus 8, the VW Scirocco is already the third new model to be delivered with the newly designed chassis. Unlike the two Morgans, the Scirocco does not have independent front suspension, but rather a conventional single-axle design. Other features of the new chassis include:
• the angle of rotation of the guide keel has been significantly increased
• no more removable engine rear axle unit
• The magnets can no longer be removed from the outside; the vehicle must be opened once
• Overall, the chassis is designed to be much tidier and clearer.

If you want to attach trim weights, you will find many suitable places: the sidepods, the area between the front axle and the lighting board, and also the area below the rear axle can be used for this purpose.

The ground clearance is approximately 2 mm, and since the prototype is a very close-to-production race car, this value seems quite realistic. The alignment of the guide keel to the front axle is well done; the vehicle's weight rests on the guide keel, and the front axle just barely rolls along.

There is another innovation in the lighting: the two LEDs installed in the rear are equipped with a kind of shielding cone, which ensures that the light only shines backwards and does not scatter all around.

Driving behavior:
There's not much to say about the driving test with both magnets: the adhesive effect is extremely strong, the vehicle can be moved very quickly on the one hand, but on the other hand there are no limits: either you make it through the curve without any problems, or you fly off violently.

The next step is to remove the rear magnet. To do this, it's recommended to unclip the motor from its mount. Then, using a thin needle or similar tool, you can remove the rear magnet's retaining clip. Even in this mode, the holding force of the center magnet is still clearly noticeable. Nevertheless, there is a relatively wide limit if you approach a corner too quickly. The car doesn't suddenly spin out, but only tilts sideways briefly—that's how it should be. Overall, this configuration is recommended for digital operation, because the center magnet provides undesirable directional stability during rapid lane changes.

The third and final option is to remove the center magnet without replacing it. This is secured with a central screw and can be removed easily. This further improves handling and improves the vehicle's controllability. Tricky reactions are completely foreign to the small Scirocco, but you should sand the rear tires to increase their grip somewhat. On smaller tracks, it's also a good idea to set the drive voltage to around 11 volts. Whether or not you add trim weights to the chassis is a matter of personal preference. I didn't do this during my test drive.

Conclusion:
Carrera has achieved a major breakthrough with the Scirocco. The new chassis is impressive across the board, especially in magnetless operation. Nevertheless, it should be noted that the Scirocco is a relatively tall production car—it's therefore unrealistic to expect lap times comparable to those of Group C cars. The new chassis concept will likely only reveal its full potential once it's installed in a dedicated race car. I'm thinking, in particular, of the Nissan GT-R GT500. Regarding the Scirocco, I hope that more color variants or perhaps even body shells will follow soon.

CoMod Carrera124