Vehicle reports

Carrera DIGITAL 132 Dodge Charger Daytona "No.55", 1970

Carrera D124 Porsche GT3 RSR

Carrera DIGITAL 132/Evolution Alfa Romeo

Review by CoMod Carrera124 on the Carrera DIGITAL 132/Evolution Alfa Romeo GTA Silhouette Race 2 (Art.No. 30625/27416)

Technical data:
Weight (complete vehicle with magnets): 87 grams Weight (body): 25 grams Length including spoiler: 135 mm Wheelbase: 73.5 mm Track width (front axle): 52 mm Track width (rear axle): 53 mm Other: Independent front suspension

Generally:
This vehicle was certainly one of the biggest surprises in the 2012 lineup; no one had anticipated it. For me, it's definitely the most interesting and one of the most beautiful new releases of the year, across all scales. The somewhat more understated versions without the wild wing system have already been brought to the racetrack by competitors Fly and AutoArt.

Body:
The white and yellow version is being tested. The body weighs just 25 grams, and the two-tone paintwork is clean and flawless. The proportions of the slender Alfa body seem well-matched; the rear end, viewed from the side, is very reminiscent of the BMW 3.0 CSL. The wide wheel arches are integrated into the body at the rear; at the front, they form a separate, U-shaped component, along with the front spoiler. This suggests that further variants of this car with a different front end are planned. Unfortunately, the gap between the two components is clearly visible; comparable designs have been seen on other vehicle types in much finer detail. The bright green color of the driver's helmet is also not a good choice for my taste; I would have preferred a more subtle color. The look of the rims is well-executed; both the color scheme and the spatial depth are convincing.

Technology:
The car weighs just 87 grams, making it one of the lightest Carrera cars in the 1:32 scale – excluding the Formula cars. The chassis, however, retains all the familiar design features; due to the short front overhang, the front wheels are once again independent. Surprisingly, the lighting uses traditional LEDs. The little Alfa was obviously designed before the Audi R18 (or rather, the switch to SMD elements), but only entered production after it. The wheels seem too narrow; considering the racing version, I would have expected a somewhat wider format.

Driving behavior:
For the road test, I removed the rear of the two magnets, resulting in well-controlled handling with a wide cornering range. Thanks to the relatively low weight, acceleration and braking are absolutely fine. It's fun to tear through the corners in the little Alfa, and you won't starve on the straights either.

Conclusion:
I was really looking forward to this car, but I'm not entirely satisfied with its visual design. However, that doesn't detract from its excellent handling.

Best regards,
your Chris

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Review by CoMod Lotus of the Carrera DIGITAL 132/Evolution Alfa Romeo GTA Silhouette Race 1 (Art. No. 30622/27415)

Gran Turismo Alleggerita!

A magical abbreviation for every Alfisti! These three letters have always evoked emotions in every fan of the Italian car brand, as they were the brainchild of the hottest racing cars from Turin.

Okay, let's bring the racing fanatic's heart back down to earth: Let's take a sober, Teutonic approach and translate the three letters. GTA is the abbreviation for "Gran Turismo Alleggerita" and essentially means "Grand Tour Lightweight."

Throughout the company's history, Alfa Romeo has used the abbreviation GTA to designate its lightweight versions of vehicles used in touring car racing.
From 1965 to 1975, Alfa built the GTA in the versions Alfa Romeo Giulia Sprint GTA and Alfa Romeo GTA 1300 Junior.

While GTAs are generally rare, as fewer than 1,000 were ever built, the 1:32 Carrera model is something truly special. The two models in front of me are based on the later GTA 1300 Junior (recognizable by the triangular window on the A-pillar) and represent the ultra-rare GTA-SA Gr.5 version. Information about the vehicle? There's virtually none; just 10 were ever built. The cars had a 1,570 cc Twinspark engine with two superchargers and delivered up to 250 hp at 7,500 rpm to the rear axle. With the flares like on the Carrera model, there were probably even fewer. No originals have survived, but there is a replica that is close to the original. How close is uncertain, as there are only a few contemporary photos. The vehicles were quite successful, but were also constantly being modified.

The model was one of the surprises in the 2012 lineup. Nobody expected the GTA, but the car fits in very well with the other spoiler monsters of recent years.

The paint scheme on both cars is typical of the 1970s; the yellow and white one is possibly inspired by a Jägermeister, while the red one has the classic Alfa Romeo livery. The "Scuderia Spugna" lettering on the windshield of the yellow one is... open to interpretation. It's best to ask the designer about that.

Both drive excellently thanks to the wide track, and the body is very robust, unlike the original, which was made of thin Peraluman sheets, and even forgives the occasional crash.

I hope you enjoy the two Alfas! And I'm excited to see what other variants await us.

Best regards,
lotus

Carrera D124 Porsche 997 GT3 RSR Flying Lizard 2009

Test report by CoMod Carrera124 for the Carrera DIGITAL 124 Porsche 997 GT3 RSR Flying Lizard 2009 (23742)

Technical data:
Weight (complete vehicle with magnets): 215 grams
Weight (body): 60 grams
Length including spoiler: 185 mm
Wheelbase: 99 mm
Track width (front axle): 77 mm
Track width (rear axle): 81 mm

Overview of the design and country variants:
Two versions are planned for the 2010 range: the red and silver version is already in delivery, and the blue Felbermayr version will be added after Christmas.

Optics:
The pictures speak for themselves. The car simply looks good from every perspective and sits firmly on the track. The rear wheels could perhaps sit a bit lower in the wheel arches, but that's criticism at a high level.

Chassis:
The new 2010 chassis generation. In principle, the revision is similar to the smaller 1:32 scale version of the 2007 to 2009 chassis generation: retaining proven features and removing superfluous components. The result is a relatively straightforward and noticeably lighter chassis. The changes in detail, from front to rear:

- The swing arm is already familiar from this year's design variants. It features a significantly larger angle of rotation, which is particularly noticeable in magnetless operation. A small compression spring gently presses it toward the road at all times.

- The front axle is now rigidly mounted; the previously used compression spring has fortunately been eliminated. The familiar ride height adjustment mechanism is still in place. So, anyone who absolutely wants to navigate tight, banked corners can raise the Porsche.

- The center magnets are inserted from the inside, and the corresponding holder is conveniently screwed to the engine mount. This saves screws and weight. Removing the center magnets, however, leaves an unsightly rectangular hole in the undercarriage floor, through which lint and dirt can penetrate (Note: the other 1:24 scale models are improved in this regard and have a completely closed underbody). The opening can be closed by reinstalling the magnet tray.

- The combined engine-gearbox block has remained unchanged, but the large metal threaded plate has been greatly reduced in size, to the absolute minimum.

- The rear magnet is attached to the rear axle mount. This is also a solution found only in Porsche; the other new D124 models are also somewhat more advanced in this regard.

- The rims are still two-part, but no longer split in the middle, but consist of a base body and an insert.

Driving test (with magnet):
If you leave the magnets in place, the handling is, as expected, "like it's on rails." However, compared to a Corvette C6R or a Ferrari 575, the lower weight is noticeable. The Porsche accelerates much more aggressively; it literally feels "lighter."

Driving test (without magnets):
Removing the magnets is a bit more laborious than with the older chassis generation. To be clear, it's worth the effort. The axle and wheel concentricity are fine; the changes in the production process seem to be paying off. In this condition, the car returned to my test track. Since it's rather small, I also drive the 1:24 vehicles with the DIGITAL 132 power pack. And with that, the Porsche performed at its best. It was both fast and docile. Even corners approached significantly too fast didn't result in a crash, but only a harmless sideways spin. There was no noticeable tendency to roll over, and the engine harmonizes well with the vehicle's weight: pure driving pleasure.

For use on longer routes and in the club report, the tires should still be sanded a bit, but I consider any further tuning measures to be unnecessary.

Conclusion:
A real blast and a fantastic Christmas present. Whether with or without magnets, the improved suspension concept delivers truly impressive performance. So, I can easily live with the fact that the magnets are no longer so easy to remove.

CoMod Carrera124

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Test report by CoMod Long on the Carrera DIGITAL 124 Porsche 997 GT3 RSR Flying Lizard 2009 (23742)

A leader in its class, or the best Carrera currently has to offer in 124!

It took a long time, a really long time, but now it's finally here and available in its first color scheme. I could write a bit about the original vehicle as an introduction, but I'll skip that. I think you're more interested in the 1:24 model.

OK, here we go: I have to say that after the test I'm quite biased, so please forgive me if I'm not completely objective.

You can honestly say the look is more than successful! The Porsche looks truly fantastic! The printing is clean when you compare the car to the original. Excellent execution. The only distracting aspect is the white area of the missing American LE MANS Series logo. The wheels sit neatly in the wheel arches. I would have preferred a C&R-style front grille. It goes without saying that the cutouts for the rear spoiler mount were omitted, as they would have made it very delicate. I would have also preferred more attention to detail in the exhaust system; it looks a bit underwhelming compared to the original.
It's nice that the bright interior has been recreated like the original, as you can finally see the many details here. Of course, the weight of the lid deserves special mention: at 58g, it's exactly as it should be!

A glance at the chassis immediately brought a smile to my face. You have to look closely to spot all the changes. First, there's the significantly slimmed-down chassis with its total weight of just 158g. Second, all unnecessary embellishments have been omitted.

The front bracket for the light board is simply plugged in, which I wish would be the same for the one mounted at the rear. Finally, the Porsche has decent lights again, and they're bright enough. Thankfully, they omitted the light guides.

Once upon a time, the copper spring on the front axle was gone! Now the axle is properly mounted again, as it should be. Rotating the axle mount 180° allows you to raise the vehicle again, which is certainly important for some banked corner drivers. We're already familiar with the revised swing arm with a wider angle of rotation from the DBR9. It's also equipped with a small copper spring to gently press it onto the rail contacts. If you don't want to do this, you can simply remove it.

Let's move on to the center magnet: this version has also been familiar to us since the revised chassis of the DBR9. It's now closed off from below, and the magnet can only be removed from the inside. But it's not a big deal and works perfectly. The compartment contains a plastic and a metal plate for adjusting the magnet. Let's be honest, who needs that? What's much more important is that after removing the magnet and rotating the end piece, the compartment can be neatly reinstalled. If you want, you could also fit trim weights here. Which brings me to the next point: the mounting plate/screw! This has now been reduced to a minimum. If you want to reduce the weight even further, you'll find the same part in the spare parts compartment, but made of plastic, which should be a bit lighter.

The transmission unit has remained unchanged, except for the rear magnet now located on the rear axle mount. Removal is also straightforward, and you're spoiled for choice: remove the magnet and leave the mount off, install the mount without the magnet, or install the mount with the trim weight. Well, everyone has to figure that out for themselves. I'll remove it and leave it off.

Porsche is also breaking new ground with its rims, now featuring a kind of "pot-shaped" rim with a separate insert. The rim flange is once again smooth, not too high, and continuous. We're familiar with this from the 575 GTC and the CR6. Otherwise, I find the rims to be well-pressed, with an acceptable level of imbalance for plastic rims. No comparison to what we've been used to. I almost forgot to mention: the rim design is amazing.

Sooo, I think I have everything or was there something else?

The road test is truly mind-blowing. I drove the Porsche without the center magneto at 18 volts on our club track – simply WOW! Lively, agile, blazingly fast, quiet, smooth and clean, capable of great drifts, no skidding even during fast cornering. It's really hard to describe; you have to experience the GT3.

Conclusion: what a cool car. Buy, buy, buy, guys! Better get more of it right away. What kind of car is this for the 2011 Carrera 24-hour race?!?!?!

As I said, the best that Carrera currently has to offer in 124!

CoMod long

Carrera DIGITAL 124 Bill Thomas Cheetah: the special

Die aktuellen Fahrzeugbilder noch vor dem Testbericht!

The current vehicle pictures before the test report!

Carrera D132 Porsche 935/78 PPG Industries und Joest Racing

Carrera D132 Porsche 935/78 PPG Industries and Joest Racing

Test report by CoMod Carrera124 for the Carrera DIGITAL 132/Evo Porsche 935/78 PPG Industries No.09, Riverside '83 and Carrera DIGITAL 132 Porsche 935/78 Joest Racing 'No.66', DRM Nürburgring '81 (Item No. 30578/27372 and 30579)

Technical data:
Weight (complete vehicle with magnets): 100 grams
Weight (body): 31 grams
Length including spoiler: 158 mm
Wheelbase: 72 mm
Track width (front axle): 57 mm
Track width (rear axle): 62 mm

Optics:
The shape is well-known, having been in our product range – with interruptions – since 2006. Nevertheless, our designer has created two extremely attractive design variants. The 'PPG Industries' version is available in both the digital and analog versions and features the color combination 'white and blue'. The blue rims, in particular, are unusual and make the design stand out from the crowd. The 'Joest Racing' version is available exclusively in the digital version and features a simple white finish.

Technology:
As already anticipated by the 2010 Club Model, the 935/78 features a newly designed chassis of the current generation. The overall weight of 100 grams is acceptable, and the digital versions also feature lighting. This is very well implemented at the front, whereas the taillights are barely visible due to the long rear end. This was also the case with the older, analog versions, and is practically unavoidable.

Driving test:
In the standard configuration, both Porsche 935/78 cars deliver a consistent performance: good acceleration, very high cornering speeds, but no cornering limits. Removing the rear magnet significantly improves cornering performance. However, the center magnet's grip is still comparatively strong, which is certainly partly due to the short wheelbase. For digital operation, this setup seems most suitable to me; for analog operation, depending on personal preference, you can easily do without the magnets altogether.

Conclusion:
While it's not a complete innovation, the facelift in the form of the digital chassis has done this classic a lot of good.

CoMod Carrera124

Carrera DIGITAL 132 Cevrolet Bel Air '57 Coupé Race II

Carrera D132/Evo Audi R8 Safety Car Le Mans 2010

Test report by CoMod Lotus on the D132/Evo Audi R8 Safety Car Le Mans 2010 (30591/27385)

'Nice fire engine!' That was my wife's comment after she took a quick look at the new Carrera DIGITAL 132/Evolution Audi R8 sitting on my desk. She somehow didn't understand my outrage. Oh well, whatever.

Because the newest Audi R8 from the 2011 Carrera lineup is anything but a fire engine! We've got what's probably the hottest safety car of recent years as a Carrera model in 1:32 scale. And I don't mean the 525 hp V10 engine.

If you enter the search term 'Safety Car' in Google Image Search , you'll get hundreds of hits. And with very few exceptions, the cars are all silver. I can still remember when the silver Audi R8 came onto the market in 2009: years of prayers from Carrera Club members were finally answered. Then in 2010, the next highlight came: the Mercedes SLS with a light bar on the roof. In silver, of course, but who cared?!

And then in 2011: the red Audi R8 from the 24 Hours of Le Mans! Actually, three of these cars actually raced at Le Mans. The current Carrera model is based on the famous production R8 from 2008. Since I had the Audi R8 LMS United Autosports to test at the same time, it was extremely interesting for me to be able to compare the old and new chassis again, both in terms of construction and in the road test. The LMS already has the new, smooth chassis, while the Safety Car still has the old chassis with its separate engine compartment. Performance-wise, there's not much difference between the two cars, but the new chassis does handle the track better. The tires on the 'old' R8 appear more delicate, not as beefy. The light bar is great, but could be a bit brighter for my taste.

All in all, the Audi is a real asset to the racetrack, especially when racing against Formula 1 or LMP cars.

CoMod Lotus

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Test report by CoMod Carrera 124 on the D132/Evo Audi R8 Safety Car Le Mans 2010 (30591/27385)

Safety first

Audi has now clinched nine victories at the storied 24 Hours of Le Mans. It's therefore not surprising that an Audi safety car is also being used: the Audi R8.

Carrera already offers this vehicle as the DTM Safety Car in a silver-gray color scheme. With a red paint scheme and matching lettering, it now becomes the Le Mans Safety Car. The color of the indicator lights on the roof has also been changed, faithfully redesigned to a transparent dark green. Unfortunately, this faithfulness to the original means that the indicator lights aren't as bright as one would expect, compared to previously released Safety Cars.

The digital vehicle uses a special decoder that allows all conceivable combinations of headlights and indicators to be switched on or off. The analog vehicle lacks the standard headlights; the lights on the roof flash while driving, depending on the control setting.

The landing gear is a familiar design from the 2007-2008 generation, with the familiar advantages and disadvantages: the magnets are relatively easy to remove or adjust from underneath. This is offset by only average performance, primarily due to the small rudder angle.

Conclusion: Visually very appealing, making it a great addition to the range, especially for owners of a racetrack with a pit lane and appropriate decorations. However, for racing, I prefer a vehicle with the newer chassis generation.

CoMod Carrera124

Carrera DIGITAL 124 Porsche 917

Test report by CoMod Martinmm and JoergW on the Carrera DIGITAL 124 Porsche 917K, JW Autormotive Engineering No.2, Daytona 24h 1971 (Art.No. 23777)

One of the most hotly debated 1:24 Carrera cars is finally here! It's also arguably one of the most beautifully designed racing cars from a German sports car manufacturer, featuring one of the most attractive liveries—and not just of its era.

According to the pit lettering, it depicts the Porsche 917K (Porsche chassis no. 917-015) driven by the driver duo Rodriguez and Kinunnen from the 1970 Daytona 24 Hours. They also won the race. However, the printing—specifically the placement of the starting number on the rear—is different.

The body shape—purely visually compared to corresponding photos—is excellently captured. The proportions all appear very harmonious. The rear rods are less delicate, but absolutely suitable for slot racing while still maintaining sufficient detail. The small window, which was specifically designed for races with banked corners, is stylized in the Carrera model. However, this does not detract from the overall good appearance.

On the practical side:
The wide rear wheels sit quite close to the rear end. Depending on the production-related lateral play of the rear axle, they may also rub against the body. There is no taillight, but the digital decoder has a connection.

The chassis is enclosed—there's no separate cover for the center magnet, which makes it easy to remove. The tires are made of a softer material, similar to 'tuning tires.'

In its original, fully magnetized, delivery condition, the handling is identical to other D124 vehicles. However, the driving noise is quite loud (the gear play is a bit too tight). Without additional magnets, the good front axle guide keel adjustment and the grippy tires are pleasantly noticeable. Both axles (including the wheels) run smoothly. Grinding and flattening the rear wheels has once again proven beneficial.

To throw the 917 off course – even without a magnet – requires some serious driver misconduct. When paired with the two outer center magnets, like the way we drive the CD124 classic cars in the club, it's right up there with the front runners, judging by the lap times.

Despite a few minor flaws, this is a car you need twice: for the track and for the display case. The variety of variants of the 917K is very large – we can certainly look forward to many more beautiful and good racing cars.

Best regards,
your Martin
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Let's start with the 1:1 scale!

The endurance races of the late 1960s were mainly dominated by the Ford GT40
dominated, but then a relatively small German sports car manufacturer came along and put its Porsche 917 on the racetrack. In 1969, due to various technical and aerodynamic problems, a Ford GT40 managed to win the 24 Hours of Le Mans, but in the 1000 km race at the Österreichring that same year, a Porsche 917 K made its mark and won. Even though many of the factory drivers were initially reluctant to use the Porsche 917 and preferred to use the tried-and-tested Porsche 908, constant development and optimization resulted in a winning car. The Porsche 908 was only used on mountainous circuits (Spa, Nürburgring, Targa Florio), and the other racetracks were served by Porsche 917s, with either the short- or long-tail version depending on the track.

The red and white Porsche 917 K (K = short-tail) of the Porsche Salzburg team achieved the first major victory of the 1970 Le Mans 24 Hours. Second place went to a long-tail Porsche 917. This was followed by victories at the Daytona 24 Hours and almost every other race of the year, and Porsche was able to secure the undisputed overall victory in the Sports Car World Championship. The model, now known as the Carrera 124 and bearing starting number 2, was originally driven at the Daytona 24 Hours by Pedro Rodriguez and Leo Kinnunen. Weighing just 830 kg, the vehicle, bearing chassis number 15, still featured the 4.5-liter engine producing 560 hp, later upgraded to a 4.9-liter engine producing 600 hp.

And now we come to the 1:24 version from Carrera!
Optics:
The new 124 model looks true to its predecessor in both shape and color. Flatter, wider, lower...
or something like that. The vehicle fits seamlessly into the existing phalanx of GT40 and
Ferrari 330 P4. The wide rear tires and the rear construction with suggested
Spare wheels – which were mandatory back then, even for races – are delicately and meticulously crafted… Rear-end collisions should be avoided at all costs; with a GT40 in the back, you'll be in for a real blast.

The low-seated driver is only half-finished; there's just not enough space... but at least some visual adjustments have been made. I would remove the delicate, very well-replicated windshield wiper for racing.

The paintwork and decals are flawless. The rather light blue matches the 1:1
Judging by the photos, it looked very good in the early days of the John Wyer team, but later the blue became much more vibrant. The wheels sit well in the wheel arches.

Technology:
202 g total weight (of which 45 g body, 154 chassis with technology + 3 g screws)
The upper of the two headlights is supplied with light, but unfortunately the rear is not illuminated.

The slightly greenish light cast by the lenses gives a realistic effect. The generally smooth and straight front axle doesn't rotate in some places when pushed along the track (yes, the tracks aren't 100% flat). The tires are treaded, but have sufficient grip and sit fairly flat. The insides have some very slight burrs that should be sanded down.

Mileage:
Wide rear tires and a flat silhouette are combined with the already known components
A bench for fast and safe driving. The transmission runs very smoothly and responds directly to the throttle. Even though I've only driven the car on a small home track with magnet assistance, I'm convinced that the Porsche 917 can compete with its peers. There's plenty of room in the chassis for lead experiments, because it's only really fun once the magnets are out and the car is sprinting and drifting realistically. For me, the wait was worth it.

Until then,
joergW

Carrera DIGITAL 124/132 Pit Lane & Pit Stop Adapter Unit

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

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

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

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

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

CoMod Joerg

* * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * *

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

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

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

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

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

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

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

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

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

CoMod Carrera124

Carrera DIGITAL 132/Evolution Shelby Cobra 289 Hardtop Coupe '63

Test report from CoMod Martin on the Carrera DIGITAL 132/Evo Shelby Cobra 289 Hardtop Coupe '63, "No.4" & Shelby Cobra 289 '63, Sebring 12h "No.16" (Item no. 30620/27411 + 30621/27412)

This beautiful Cobra was inspired by the Cobra that competed at Le Mans in 1963—although this isn't noted on the box label. The car features numerous details found on the Le Mans car (e.g., the fuel filler neck on the roof and the running lights).

The Le Mans car, driven by Ed Hugus and Peter Jopp, only managed to last about five hours of the race and had to be retired due to an oil leak. The second Cobra Coupé, with starting number 3, reached the finish line and was even able to drive itself home. Both vehicles had road-legal license plates.

The numerous well-executed details give the Carrera model a very attractive exterior. The proportions are very well-executed, although the wheels appear somewhat narrow, and a color contrast (chrome) on the center lock of the otherwise simple but authentic Dunlop racing rims would have further enhanced the car. The decorative stripes, however, appear black and not dark blue as they were in the original.

Technology
Standard D132 with front and rear lights
Independent front suspension
Weight: 84g

Driving test
Spacious Carrera Club track.
With full magnetic equipment, it's fast and safe. On long straights, the top speed quickly increases.
reached – possibly even slowed down somewhat by the magnets.

Without holding magnets:
The tires have very high grip. Good acceleration and top speed due to their low weight. Cornering is very stable. However, due to the high grip, drifting is almost nonexistent—the car would then start to roll. This is probably due to the narrow, tall tires, which then begin to deform and no longer offer sufficient stability. This can be remedied by gluing them and grinding them down a bit. The edges also need to be rounded, or you can simply ease off the throttle a bit and accelerate out of corners more smoothly. Reducing the driving voltage from 14.8 to 12 volts also improves the situation.

Front holding magnet:
The problem with the rear wheels stamping is somewhat reduced. Recommended for use on home tracks without manual adjustment. If a reduction in the drive voltage is possible, for example, in digital mode or with an adjustable power supply, a voltage of approximately 12 volts is sufficient.

Best regards,
your Martin

Carrera Evo/D132: Mercedes-Benz SLR McLaren GT SLR CLUB.Trophy 2008

Carrera D132 Audi R8 DTM Safety Car

Carrera D132/Evo McLaren M20 'No.3' Interserie, '74

Carrera DIGITAL 132/Evo Volkswagen Golf24

Carrera D132/Evo BMW 2002 Touringcar '76, "No.48

Test report by CoMod Lotus for the Carrera DIGITAL 132/Evolution BMW 2002 Touringcar '76, "No. 48" (Art. No. 30610/27402)

The last batch of test vehicles included: the Audi R18 TDi (yawn...), the 1:32 Bill Thomas Cheetah, and the Fischer Technik BMW 2002. The Audi Batmobile somehow left us all cold, but my CoMod colleagues were absolutely thrilled with the Cheetah. Admittedly, it's a nice little car and a nice new design, but you'd better read the report from my CoMod colleagues about that. For me, the star is definitely the Fischer Technik BMW 2002; I've been looking forward to it ever since the new cars list was published!

The blue 02 is one of the most colorful representatives of the 70-year-old DRM racing series. Originally built by GS-Tuning, the BMW is now owned by the jb-Racing team in Oberleichtersbach, Franconia. The company has retained the car's contemporary design. On their website ( www.jb-racing.de) you can find some very good pictures of the moving technology kit.

And before anyone compares the current pictures with the model and then starts criticizing: The car is 100% accurate in terms of the paint job!* I was actually about to start complaining about the unpainted air intake on the rear axle and various different sponsor stickers. But I have to apologize to Slottus: The 1976 Norisring version of the 02 only had this air intake in blue, not with the racing stripes. The car also didn't have that triangular fin on the front spoiler. The 'sponsor stickers,' as the Swabians call them, all fit.

The rebuild of the 02 by jb-Racing isn't entirely historically accurate (as far as anyone cares). Incidentally, jb-Racing also owns the BMW 320 Group 5 'Fruit of the Loom,' which most of you are probably familiar with. So, it's definitely worth a look at their website!

Let’s look at the BMW model:
The handling is familiar: On the normal home track with the magnet, it handles without any problems; it zips through the corners like it's on rails. Sure, it has a higher center of gravity than other cars, but the magnets forgive that. Without them, however, it tends to tip abruptly if you approach the (tight) corners too sharply. Acceleration and braking are good; this Bavarian is a joy to drive on the track.

As already mentioned, the look is great, even the wheel arches fit perfectly if you compare the model with the original photos.

So, enough raving, just get the car yourself for your racetrack!!!

Have fun!
lotus

PS: Have fun and visit the 'History' frame on the jb-Racing website and the photo gallery under 'before 1983'. You'll already know which picture I found amusing...

* the pictures of CoMod Mike... will follow as soon as possible!

Carrera D132 Ferrari 458 GT2

Carrera DIGITAL 132 Audi R18

Test report by CoMod Carrera124 for the Carrera DIGITAL 132 Audi R18 No. 2, 24h LM 2011 and No. 1, Spa 1000 km (Art. No. 30618 and 30619)

Technical data:
Weight (complete vehicle with magnets): 102 grams
Weight (body): 30 grams
Length including spoiler: 147 mm
Wheelbase: 93 mm
Track width (front axle): 62 mm
Track width (rear axle): 62 mm
Other: Small motor (like in F1 cars) and SMD LEDs

The model:
Audi has dominated endurance racing since 2000, achieving no fewer than 11 overall victories in the classic 24 Hours of Le Mans. The Audi R18 debuted in 2011, marking the first time Audi had fielded a closed sports prototype. Admittedly, the Bentley EXP Speed 8 also had a roof at the time, but it ran under the Bentley label.

The model:
As is typical with Audi, the designs of the race cars are very similar. The two versions differ only in the starting numbers and the size of the black areas. The dark, aggressive impression of the original comes across well, with black and silver or chrome-plated surfaces predominating. The latter ensures that the car still stands out reasonably well against the equally black surface of the racetrack.

The bulge below the tail fin isn't entirely true to the original—necessarily. The engine and transmission are located underneath; these parts have to be housed somewhere.

The technology:
Overall, the chassis is the proven design of the second generation (D132-G2), but with two exceptions:
Instead of the standard E200 engine, the smaller and slimmer powerplant used in Formula 1 models is used. The reason is obvious – with the E200 engine, the necessary bulge in the body would have had to be a bit larger. So, in terms of looks, it was a good decision.
There's also some news regarding the lighting – the conventional LEDs have been replaced with SMD components. These can be installed more efficiently, which in turn eliminates the need for fiber optic components. At least not in the Audi R18.

Driving test:
First of all, the character of the engine also shapes the characteristics of the car. As is already known from the F1 models, the smaller engine offers enormous top speed, but lacks the famous "torque from the basement." As a result, the small Audi R18 is incredibly fast, but a bit tricky to control at the limit and in the corners. The tires offer acceptable grip and have a relatively large amount of "meat," which helps dampen a lot of the ride.

Conclusion:
I'm not a big fan of LMP sports prototypes, but this is a very faithful recreation of a successful racing car. However, it takes a few practice laps to master it confidently on the racetrack. However, once you get used to the car's characteristics, you'll achieve consistently fast lap times.

Best regards,
your Chris

Carrera DIGITAL 132 Plymouth Superbird "No.02", Riverside '70

Carrera D132 Mercedes-Benz W 125 'No.35' & Auto Union Typ C 'No.33'

Carrera D132 Mercedes-Benz W 125 'No.35' & Auto Union Type C 'No.33'

Test report by CoMod JoergW on the Carrera DIGITAL 132/Evolution Auto Union Type C Streamline (Art.No. 30557/27355) and Mercedes Benz W125 Streamline (Art.No. 30558/27356)

...not the song of the same name, but the Silver Arrows in 1:32 scale, I mean. Since everything has already been said about the real-life models in 1:24 scale, let's get straight to the practical side! When the vehicles were announced at the end of 2010, I was initially surprised. I hadn't expected that the vehicles, which had already been released twice in 1:24 scale, would experience a rebirth and be thrown onto the rather competitive 1:32 market.

Optics:
Both models are more closely proportioned to the originals than the 1:24 models. The 1:32 models appear slimmer and longer, somehow more harmonious. Compared to other 1:32 models, however, they seem a little unusual to me. Since I couldn't find exact dimensions of the originals, and they were also constantly being rebuilt and adapted, I can't verify this.

The paintwork is clean and flawless. It could have looked just like the original. The same goes for the delicate spoked wheels with their quick-release fasteners. Only on the Mercedes' driver's head does the white appear to be incompletely opaque.

Manufacturing quality and execution:
Both chassis are installed stress-free and not warped. While the chassis is narrow, its length allows for enough space to balance it. The only noticeable feature is some slight mold burrs on the lower edge of the removable wheel covers. These are much more noticeable and visible on the Audi than on the Mercedes. Certainly not a major issue, but they do detract from the overall quality.

The tires have a pleasant, perfectly adequate grip. Because the tires are "stretched over" the rims, they have only a very thin contact surface. This could quickly become problematic when sanding. So, be very careful when sanding. I think gluing the tires is advisable if you plan to drive the cars in high-speed drifts. The rims are properly centered, and the axles are straight. The front axle needs a little lubrication to extend its tracking.

Driving folds:
Especially with vintage cars, I find the magnetic, almost digital, driving style unrealistic. With magnets, the vehicles are only likely to be thrown off course, unless intentionally, due to their narrow width and the relatively large distance between the guide keel and the magnet. The alternative without magnets is significantly more challenging to drive and, in my opinion, more fun.

Conclusion:
The vehicles are built true to the original without lights. While this makes digital driving more difficult, it remains possible. Since meaningful digital play is only possible with more than two vehicles, either bare metal vehicles are available through the club or, similar to the 1:24 scale, different starting numbering and slight design variations for 2012 would be possible.

CoMod JoergW

******************************************

Test report by CoMod Carrera124 on the Carrera DIGITAL 132/Evolution Auto Union Type C Streamline (Art.No. 30557/27355) and Mercedes Benz W125 Streamline (Art.No. 30558/27356)

Technical data (Auto Union):
Weight (complete vehicle with magnets): 100 grams
Weight (body): 28 grams
Length including spoiler: 179 mm
Wheelbase: 92 mm
Track width (front axle): 52 mm
Track width (rear axle): 54 mm

Technical data (Mercedes):
Weight (complete vehicle with magnets): 90 grams
Weight (body): 23 grams
Length including spoiler: 167 mm
Wheelbase: 88 mm
Track width (front axle): 52 mm
Track width (rear axle): 51 mm

Optics:
These are actually old acquaintances: on the road in the large 1:24 scale since 1999, and since 2010 as a reissue with digital chassis. Now the streamlined classics are also rolling down the track in the smaller 1:32 scale. Since no compromises were made in the body design regarding banked cornering, they appear significantly longer and more elegant than their larger brothers. The removable wheel covers have been retained. Removing them reveals the finely crafted spoked rims.

Contrary to what was announced in the 2011 catalog, the starting numbers have changed: the Auto Union has the number 33, the Mercedes the number 35. I don't think the driver heads are as well done: while they look realistically modeled, they simply seem too small to me.

Technology:
The chassis of both vehicles are similar, but with subtle differences. The first thing you'll notice are the huge wheels: the diameter is 25 mm at the front and 28 mm at the rear. However, they are significantly narrower, 5 mm at the rear and just 4 mm at the front.

The technical concept remains the same – the E200 engine is positioned as an inline motor directly in front of the rear axle, and – true to the original – there are no lights. Due to its larger dimensions, the Auto Union is noticeably heavier than the Mercedes. However, it has a slightly wider rear track, which in turn benefits driving stability.

Driving test:
In the standard configuration, the familiar and usual picture emerges: the two holding magnets keep the vehicles firmly and securely in their lane. In this configuration, the Auto Union still has a small margin for correcting driving errors, but the Mercedes is no longer forgiving. Due to the large diameter and rolling circumference of the rear wheels, acceleration is somewhat sluggish.

This changes as soon as you remove the rear magnets. Acceleration becomes noticeably better, the cornering limit is significantly wider, and the handling is overall more harmonious. The achievable cornering speeds are still high, but driving errors no longer lead to an immediate crash.

Also worth mentioning is the tire grip: despite their narrow dimensions, it's absolutely sufficient, even better than some modern-day vehicles. When driving without magnets, you should at least equip the Mercedes with trim weights; the Auto Union has plenty of its own weight.

Conclusion:
My expectations for the streamlined cars were rather low, so I was all the more amazed by their truly excellent performance and smooth handling. The bodies are smooth, making them robust, and have almost no small parts that can be damaged during rigorous racing. Therefore, they seem to me to be ideal fun vehicles for occasional use. Organizing a racing series with only two car types would be difficult.

Perhaps next year there will be a follow-up in the form of a third vehicle type.

CoMod Carrera124

Carrera DIGITAL 132 Cevrolet Bel Air '57 Coupé Race II

Carrera Evo/D132: McLaren-Mercedes Vodafone Race Car 2010

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

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

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

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

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

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

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

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

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

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

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

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

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

CoMod Lotus

Carrera D132/Evo BMW 2002 ti Team Warsteiner, '76

Review by CoMod Carrera124 on the Carrera DIGITAL 132/Evo BMW 2002 ti "Team Warsteiner", '76 & "Tuner" (Art. No. 30547/27349 & 30548/27350 - pictures only)

Technical data:
Weight (complete vehicle with magnets): 92 grams
Weight (body): 28 grams
Length including spoiler: 133 mm
Wheelbase: 78 mm
Track width (front axle): 47 mm
Track width (rear axle): 47 mm
Other: Front axle with independent suspension

Overview of the color variants:
Both the gold Warsteiner version and the white tuner version are available as analog and digital vehicles. Idee+Spiel is also releasing a special silver 'Martini Racing' edition, exclusively in digital format.

Optics:
Slowly but surely, Carrera is expanding its classic car lineup. Following Opel, Ford, and Volkswagen, the BMW 2002 is now rolling out onto the track. And to be honest, I'm not entirely happy with the design. The basic body is very well-executed, but the wheel arches of the flares could be significantly rounder, in my opinion.

There's nothing to criticize about the designs, however: the Warsteiner look is classic, very familiar, and yet new territory for Carrera. The white tuner version with the Castrol look offers an appealing contrast. Instead of the blond youth, however, a driver figure with a racing helmet would have been better.

Technology:
The chassis utilizes familiar elements. The total weight is a pleasingly low 92 grams. The front wheels are independently suspended, and the proven E200 engine powers the car. The digital versions feature lighting, which is very well implemented. There's no significant amount of stray light penetrating the sides, either front or rear.

Driving test:
With the magnets fully equipped, the usual picture emerges: The BMW stays safely in lane at all times, and the relatively small wheel diameter enables good acceleration and braking values.

Removing the rear magnet gives you a noticeably wider acceleration limit. The tires offer good grip, and neither their narrow dimensions nor their narrow track width have a negative impact. In this configuration, the BMW is also hard to throw off course, but is significantly more forgiving of minor driving errors. K1s can be navigated safely and quickly.

Without magnets, the narrow track becomes noticeable, increasing the tendency to roll. Trim weights are advisable for this setup, but the landing gear offers very little space for them.

Conclusion:
I would have hoped for more in terms of design, but to compensate for this, there are three extremely attractive liveries right from the start: Warsteiner, Castrol, and Martini. The handling is impeccable. However, as a tall and comparatively narrow vehicle, the BMW is no time killer.

CoMod Carrera124

Note from the club administration: pictures of the BMW 2002 ti and tuners will follow as soon as possible!

Carrera D124 Ferrari B99XX, Ferrari Racing Days "No.88

Carrera DIGITAL 124 Ferrari 250 GTO Second of the GTOs

Carrera DIGITAL 132 Dodge Charger Daytona "No.55", 1970

The current vehicle pictures before the test report!

Carrera D132 Mercedes-Benz SLS AMG GT3

Die neuen Carrera Disney/Pixar Cars 2 Fahrzeuge

The new Carrera Disney/Pixar Cars 2 vehicles

Test report by CoMod Lotus for the Carrera DIGITAL 132 Evolution Disney/Pixar Cars 2 "Lightning McQueen" and Carrera DIGITAL 132/Evolution Disney/Pixar Cars 2 "Francesco Bernoulli" (30555/27353 and 30556/27354)

When the first Cars movie came out in 2006, I didn't even go to the cinema. An animated movie with cars? How could anything decent come out of that?

At some point, 'CrazyChris' convinced me to watch the movie after all during a phone call. What can I say? The film was and still is simply brilliant. The story about the arrogant NASCAR driver Lightning McQueen, who only learns the value of true friendship in the desert town of 'Radiator Springs,' captivated everyone who saw the film. The tire-changing scene with mechanic Luigi in the final race and the tractor-pushing scene with Hook are unforgettable. And of course, the romantic ending with Porsche bride Sally in the reopened 'Wheel-Wheel' restaurant.

But part 1 is history, and now the long-awaited sequel is finally hitting theaters (release date: July 28, 2011). This time, our hero, along with his friend Hook, the tow truck, embarks on a grand tour through Europe and Japan to compete in the World Grand Prix. The event is organized by former oil magnate Sir Miles Axlerod, who has since gone green and wants to use the racing series to promote his biofuel Allinol. Lightning McQueen initially refuses to participate, but changes his mind after being challenged by Italian champion Francesco Bernoulli and persuaded by Hook. Unfortunately, he becomes embroiled in a conspiracy of international proportions. We won't reveal any more here; just watch the film trailers on the Carrera website!

<< about the Carrera Disney/Pixar Cars 2 Special with cinema trailer >>

My personal favorite so far is the wasabi trailer when Hook thinks the green stuff is ice cream.

But let’s take a look at the slot cars:

The Carrera GO!!! series already includes several Cars vehicles from the first film. There will also be five vehicles from the second film. There hasn't been anything in the 1:32 scale yet. However, that's changing! The two protagonists, Lightning McQueen and Francesco Bernoulli, have recently been released for the Evolution and DIGITAL 132.

So let’s take a look at the two vehicles:

Francesco is a classic Formula 1 car, Lightning McQueen the classic NASCAR. Well, at least as classic as an animated, talking car can be. :-) Compared to the regular Formula 1 racers, Francesco has a beefier chassis: wheelbase 87mm, track width 70mm. This makes the little Italian slightly wider (7mm) and longer (15mm) than our hero Lightning McQueen. He's also lighter: Francesco weighs 86g, McQueen 94g.

On the track, Bernoulli is slightly faster than the NASCAR. The different values barely affect roadholding; both cars stick to the track like glue thanks to the magnets, and the wide track prevents them from being thrown off.

All in all, two cars that are fun to drive and will surely be among the favorites of the younger generation. If only the McMissile were to come out as a model...

CoMod Lotus

Carrera D132 Mercedes-Benz SLS AMG GT3 Horn Motorsport No. 32

Test report by CoMod Lotus on the Carrera DIGITAL 132 Mercedes-Benz SLS AMG GT3
Horn Motorsport No. 32, VLN 2011 (Art. No. 30612)

"HORN Motorsport"

What I've always found fascinating about the various racing series are the racing teams. I've usually never heard of 99% of the companies, but when I delve into them in preparation for test or club reports, it's always fascinating to see what kind of companies are behind the motorsport teams! What drives them to maintain their own racing team and whether, and if so, what connection, they have to the automotive industry at all.

Horn Motorsport is one such case!
Never heard of who that is. Behind it is the company HORN FAHRZEUGAUFBEREITUNG in Steinbach, Hesse. Vehicle detailing? And that generates enough revenue to support a racing team? A look at their website.
( horn-fahrzeugaufbereitung.de) reveals the following:
'As a system service provider, we offer vehicle maintenance, logistics, fleet management, fleet support, event planning, trade fair support/presentation, a full-service system in the motorsports sector, and high-end car care worldwide.' The company certainly seems to be doing very well. Well enough, in any case, to contest the entire VLN season and three international 24-hour races with an AMG SLS GT3 starting in the 2011 season. Company CEO David Horn has many years of racing experience in the VLN series, having also competed in the PORSCHE Sports Cup, among other things.

But let’s look at the model!
The technology is already familiar from previous versions of the SLS! Nothing has changed on the chassis and suspension.

The body is also the same, the only differences being the small front wings on the left and right: the original has two pairs, while the model only has one pair. The rear diffuser is also the new model. However, changing the shape just for that would be disproportionate. The paintwork and sponsor logos are the same as the original.

All in all, the Mercedes is once again an absolute highlight for fans of the 132 scale!

Have fun!
CoMod Lotus

Carrera D132 Vodafone McLaren Mercedes Race Car 2011

Carrera D132/Evo Ferrari 458 Italia GT2

Test report from CoMod JoergW on the Carrera DIGITAL 132/Evo Ferrari 458 Italia GT2 Risi Competizione "No.062", 2011 and Ferrari 458 Italia GT2 Hankook Team Farnbacher "No. 123", 2011 (Art. No. 30553/30554)

Yes, one doesn't really know where the GT2 class is headed. The vehicles are supposed to
They may not be as complex and expensive as the GT1, but they may also not have homologation, or they may be quite close to the production version, like the GT3 class. While the vehicle's basic design remains the same, the individual modifications, sometimes barely noticeable from the outside, require considerable effort to implement. A GT2 car can easily be €100,000-150,000 more expensive than a comparable GT3 model based on the same starting point.

At the end of the year, Carrera will once again be releasing two purebred 1:32 scale race cars, whose relationship to the rather staid "standard" Ferrari 458 is only apparent at second glance. In reality, the Ferrari 458GTCs compete alongside the Corvette C6R and the RSR versions of the Porsche 997 in the endurance classic, the 24 Hours of Le Mans, where the best-placed Ferrari achieved a very respectable 13th place. The Corvette C6R was the only faster GT car to score points, finishing 11th. The Ferrari 458 GT3s can also be found in the ADAC GT Masters series alongside the BMW Z4 GT3, Audi R8 LMS, Porsche 911, and Mercedes-Benz SLS. So, if you don't take it to the extreme and don't interpret the distinction between GT2 and GT3 narrowly, you can put a realistic and very descriptive starting field of Carrera vehicles in 1:32 on the track.

Optics:
The models are very well painted, the lettering is clean and clearly defined. The selection of the first two models is, in my opinion, well done, in addition to the
classic Ferrari in red, was joined by the black-white-red vehicle of the Farnbacher-
Teams are involved. Both vehicles appear to be faithfully reproduced, and the low-profile tires look great. However, there's a bit too much space in the wheel arch area overall, if you look at the pictures of the originals.

The elongated yellow headlight sections look very good illuminated in the dark. The vehicle also looks realistic, except for a small amount of translucence in the front axle area. In the taillight area, black covers are mounted under the red LEDs to prevent them from shining through. The rims with brake discs are true to the original. For a drivable 1:32 model, I think the overall look is very well executed.

Production:
The axles are straight and have a fair amount of lateral play. The front wheel runs well.
The drive wheel runs smoothly in the transmission. The edges of the rather thin, low-profile tires still need to be carefully ground; vigorous sanding isn't required here, but rather delicate refinishing.

The body is flawlessly crafted, but creaks a little in the front area when you
the hand. This area is not continuous due to the air intakes in the hood
which is likely to cause the creaking. This affects the play and
Showcase operation does not have this.

Driving behavior:
The GTs move quickly and the construction responds well to the push button.
With a magnet, the limit zone comes almost without warning, the rear magnet is
Some people would rather do without. Those who prefer to drive without magnets will find enough space in the chassis for thin, narrow pieces of lead.

Have fun with the cars,

CoMod JoergW

PS http://www.risicompetizione.net/articles/ocmx_gallery/12-hours-of-sebring-practice-2

Carrera Evo/D132 Opel Manta A

The current vehicle pictures before the test report!

Carrera D124 Audi R8 LMS, Team Phoenix

Test report by CoMod JoergW & CoMod Long on the Carrera DIGITAL 124 Audi R8 LMS, Team Phoenix 24h Nürburgring 2009, No.98 (Art. No. 23774)

The big brother of the Audi R8 LMS, which has been part of the Carrera 1:32 range for some time, is now available in the first and, for me personally, one of the most beautiful color variants, in the King Size 1:24 scale.

The yellow and blue racer of the Bilstein team, originally driven by racing legends like Stuck and Biela, is a perfect entry point. I expected it to arrive later, so I'm all the more pleased to have it right away.

For many Carreraristi here in the club, the R8 LMS was a real dream model to
to stylishly expand the existing range of modern GT vehicles in 1:24 scale. Their wish was granted, and this year the first two designs are available. I don't think you have to be a prophet to imagine further design variations.

Regarding the history of the original, I would like to, simply to avoid repetition,
my comments on the 1:32 model.

optics
The optics correspond to the original photos that I know, I have seen the car in real life
Unfortunately, I still haven't seen it. The rear wheels could be a little more visually
It is tighter in the wheel arch, but it is okay. Since the front wheel arch is equipped with a kind of
Overhang to the rear, I like it a little better there.
The paintwork and printing are flawless. The lettering is crisp and clear.
and very easy to read.

Technology
There's nothing new to report here. The lighting due to the
The headlight shape is significantly smaller than, for example, the Corvette CR6, but
Quite suitable for night racing. The rear lights and brake lights are very visible. The R8 LMS comes with a new, noticeably softer tire compound; you could say tuning is now standard... at least when it comes to the tires ;-)

processing
I could not find any defects on the vehicle. The axles are
Straight, the rims centered, the paint job very good, and nothing on the body is warped or distorted by assembly. That's how it should be!

Driving behavior
The R8 LMS is wide with the same wheelbase as the Corvette CR6 but
about 3-4 mm wider. The tires themselves are about 1 mm wider, like on the Corvette CR6.
gives the vehicle an even better position, but in the
The inside of the curve, especially when driving slowly in Turn 1, is already starting to reach its limits. However, since the car is easily driftable even with the magnets fully loaded due to its considerable weight, this is the driving technique that doesn't pose any problems. The car can be driven very controlled and responds very well despite its weight.

The only downside is the roof antenna. It looks great, but if the car lands on its roof, it's likely to die quickly! Sure, you can remove it, but I would have preferred a more flexible, soft plastic one.

Have fun with the vehicle, CoMod joergW

********************************************

There is usually a spark of truth in every rumor

At last year's Gaisbergrennen club meeting, a rumor surfaced that there would be an Audi R8 LMS! Of course, this remained officially unconfirmed, but the rumor persisted. The thought was just too good to be true. Shortly before Christmas, the time had come, and the new features were unveiled: the Audi R8 LMS was indeed announced as the new model for 2012!

At the Toy Fair, some club members had the pleasure of admiring the R8 in two livery versions! Some even got to drive it a few laps on the show track ;-) The test model in the BILSTEIN design arrived just under a week after the Toy Fair, so let's get to the facts.

The vehicle's appearance was captured beautifully, and the proportions are perfectly balanced. The Audi boasts many beautiful details: a roof antenna, tow hooks, a great interior, delicate mirrors and rear spoiler mounts, and air intakes at the front and rear. The beefy wheels in the wheel arches also look great! The BILSTEIN decals were applied flawlessly to the body.

The Audi features the latest, most sophisticated technology , which we're already familiar with from the Porsche GT3, so there's nothing new to report here. Anyone hoping the headlights will feature the R8's signature light strip will be disappointed.

For the first test laps, the rear magnet was removed and the R8 impresses with its decent and pleasant handling, but the Audi's excess weight is clearly noticeable.

However, the 72.5g cap weight is more than excessive for my taste. Unfortunately, the Porsche concept (55g) wasn't carried over and seems to be the exception. On the test track, the soft tires offer excellent grip, similar to tuning tires.

My conclusion: a long-overdue but incredibly great addition to the 124 GT starting field! Therefore, my clear recommendation: buy the Audi R8 LMS.

Best regards,
your long

The current vehicle pictures before the test report!

Carrera DIGITAL 132/Evo Audi R8 GT LMS

Review by CoMod long on the Carrera DIGITAL 132/Evolution Audi R8 GT LMS United Autosports, No. 23 (Art. No. 30569/27365)

The Audi R8 LMS of the British-American team United Autosports looks great just to look at; this is what real Super GTs should look like!

Optics:
The truly superb attention to detail is immediately noticeable in both vehicles. The wheels fit perfectly and faithfully in the wheel arches, and the color scheme suits the R8 very well!

Technology:
The axle play, or trueness, of the axles is as desired in the test versions. There's obviously a bit more space in the Evolution than in the DIGITAL 132 due to the missing light unit, but it should be noted that the look is much better with the lights. The front-mounted rudder section features the new, significantly increased swivel range, which naturally has a very positive effect on the handling – a true racer, in fact.

Processing:
The paintwork and printing are very good, and the two test versions show no other defects. The axles turn smoothly and easily, and the tires offer sufficient grip, regardless of which setup you choose.

Driving behavior:
In terms of handling, you get what you expect and desire: a GT-class super sports car that can always be driven at its limits, regardless of the setup or speed. Top marks, including a star, from me!

Conclusion:
It was about the 132 Audi R8 LMS, but as a fan of the 124s, I would like to mention that these vehicles in 1:24 are now more than overdue#1

CoMod Long

**********************
Test report from CoMod JoergW on the Carrera DIGITAL 132 Audi R8 GT LMS Phoenix-Racing, ADAC GT Masters 2009, No.14 (Item No. 30570)

The new model of the Audi R8 LMS is the car of the Phoenix Racing Team, as it was used in the 2009 ADAC GT Masters.

For just under 260,000 euros, the racing car, built on a series basis, is equipped with the internal
The R16 designation is almost a bargain for a car with GT3 regulations. The Carrera model, with its highly visible silver-black look, is cleanly painted and
assembled. Even with the decals and small add-on parts there is no reason for
Criticism. Only, on the left mirror of this model there is a little of the
yellow varnish not opaque.

Basically, the Audi has very good lighting, but
Unfortunately, the right rear light doesn't work on my model. The driving characteristics of the Audi R8 LMS are well known. I find the car very pleasant to drive, but it's not exactly the quietest.

See you then, CoMod joergW

D124 Aston Martin DBR9 2008 "No.007" und Vitaphone Racing "No.53

D124 Aston Martin DBR9 2008 "No.007" and Vitaphone Racing "No.53

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

Carrera D132 Ferrari 599XX

Carrera D124 Ferrari 250 GT Berlinetta passo corto "Breadvan" 1962

Test report from CoMod Mike... for the Carrera DIGITAL 124 Ferrari 250 GT Berlinetta passo corto "Breadvan" 1962 Coppa Gallenga 1965, "No.482" (23755)

Another highly controversial car in the D124 range! It's been denounced as a bread oven, a hearse, or whatever! Fans of GT cars, or even other racing series not yet included in the 1:24 range, will regret that with only two new molds released each year, at least one was wasted! A similarly controversial situation may have occurred when some of Enzo Ferrari's employees parted ways with the company to ultimately compete with Ferrari! Thus, a GTO was technically and aerodynamically optimized, making it actually faster than the original.

Carrera's implementation is very detailed. Both versions also show the authentic differences between the respective versions: exhaust systems, rearview mirrors, and windshield wipers! Interestingly, Carrera has attached the driver's insert to the body with screws this time. This adds a little extra weight, but it makes for easier removal when dirty and a more secure attachment. If you unscrew the driver's insert, you can immediately see that the spare tire, visible through the rear window, is a plastic dummy for weight reasons, not rubber. The light is again well shielded by the LED caps.

The increasingly good construction of the D124 vehicles is becoming established in the handling . The change in the rim separation primarily optimizes the true running of the rims, eliminating burrs on the tread. Only those who operate without magnets or on wooden tracks must also grind out the slight imbalance from the rubber tires. The reward is a skillful drift through the curves. However, those who primarily operate digitally should at least leave the center magnets in the vehicle in case the turnout receiver LEDs are installed too close to curves, which would create a risk of the LEDs drifting past each other.

All in all, a beautiful car that's a lot of fun to drive . A diverse entry among the various Ferrari GTO versions already available in the Carrera range. Even if the front looks significantly nicer than the rear, which takes some getting used to!

CoMod Mike...

Carrera DIGITAL 124 Bill Thomas Cheetah

Review by CoMod JoergW on the Carrera DIGITAL 124 Bill Thomas Cheetah (23761)

Hmmm... there it is, the new big cat version from Carrera! Bright green with yellow appliqués, takes a bit of getting used to, but it's perfectly designed for the racetrack.

Even though it's a road version with Californian license plates, the genes are quite clearly recognizable. With two or three decals and starting numbers, the green model can quickly be transformed into a racing car. Even I can manage that, with my rather
little model building skills and the poisonous green stands out nicely ;-) !!

While researching online, I didn't find a picture of our model, but I did find a kind of green paint job! Yes, they actually existed.

When, in the early 1960s, the then-well-known tuner Bill Thomas developed a Chevrolet-based sports car that was intended to rival Carroll Shelby's then-dominant Cobras, professional racing was certainly already planned. 400 hp and 700 kg speak volumes. Unfortunately, due to a fire at the company and the withdrawal of engine supplier GM, the homologation requirements could not be met. 100 vehicles were not produced during this period. But even the licensed 1:1 replica is struggling to get off the ground. The market for such cars is small and difficult.

In the original, the distance from the engine to the rear axle was kept so small that
no cardan shaft was required. This not only saved weight and costs, but also
It also avoided unnecessary performance losses due to additional drive components. Of course, this can't be implemented in the Carrera range, but the 1:24 scale Carrera big cat also has powerful acceleration. The short wheelbase paired with a wide rear end and thick tires is not a bad recipe for a very agile car.

The front axle continues to rotate for a very long time. The tolerances are correct here, no unnecessary
Friction or imbalance that would slow the caster. Lateral play is present at just the right amount, and vertical play is almost undetectable (i.e., only the clearance provided by the bushings).

The paintwork is clean and sharply defined at the edges. The clear coat is
evenly and without defects.

The rear axle is straight, just like the front axle. The rims also have no
Unbalances occur. The grooves sit neatly on the rims. Without magnets, however, you should
At least rework the edges if you don't choose tuning tires. The grip is okay even without magnets, but the tuning tires allow for higher
Speeds especially in curves.

We have already talked about the special features of the Cheetah when it comes to disassembly
written. A little tip: the flap below the rear license plate can be opened ;-)

See you then, joergW

***********************

Review by CoMod Martinmm on the Carrera DIGITAL 124 Bill Thomas Cheetah (23761)

Contemporary? Contemporary!

The design of the third color variant of the Cheetah is the product of the Carrera designer's imagination. There was no real-life model for it—not even remotely.

However, this 'candy'-like color is still contemporary, in the broadest sense: in the heyday of the Cheetah and slot racing in the mid-1960s, these bright, colorful fantasy paint schemes were quite common. Mainly on the so-called "Thingies" – fantasy vehicle shapes intended to serve a more practical purpose: namely, to conceal the mechanicals and offer as little aerodynamic drag as possible. And the Cheetah's body served precisely this purpose and no other.

The paintwork of the Carrera vehicle fits very well, very well with the Cheetah and very well with the era of the original.

If that's too purist for you, you can add a little more life to the surface by applying start number decals. The rider is equipped with a helmet, creating a 'racing version'.

What I personally don't like so much is the printing on the tires of this color variant. But they can easily be flipped over.

CoMod Martinmm

Carrera D132/Evo NASCAR Chevrolet Impala Stewart Haas Racing

Carrera D124 Ford GT40 Mk. II "No.5", 1966

Review by CoMod Joerg of the Carrera DIGITAL 124 Ford GT40 Mk. II "No.5", 1966 (23762)

1966 was the truly big year for the GT40 MKII, and Ford won the World Championship. But what exactly happened at the 24 Hours of Le Mans, where the real-life 7-liter V8 prototype of the golden GT40 model was driven by drivers Dick Hutcherson and Ronnie Bucknum?

This car had little to do with the actual outcome of the race, as it suffered from a faulty clutch and was 12 laps down, but it completed Ford's triple triumph. The real miraculous transformation from water to wine... err... from second to first, was achieved by Henry Ford's team management. He had the two leading cars cross the finish line almost simultaneously, neck and neck. And all for a great publicity photo. This was done, however, in the knowledge that there could be no dead heat (i.e., two cars could be counted as winners). This caused confusion after the checkered flag, as each of the two teams considered themselves the winner. According to the regulations, however, the second team to cross the finish line at the same time was counted as the winner. Both cars had the same average speed, but the car of Bruce McLaren and Chris Amon had started at a distance of 20 m from the GT40 with starting number 1, according to its starting number 2, and had therefore completed 360 laps + 20 m in the 24 hours!

That was a bad move, because the runner-up, Ken Miles, could have won all 24-hour races of the 1966 World Championship.

Optics:
I already wrote extensively about the actual model in the article about the new release of the mold. So, here's a brief summary: The car appears true to the original and is detailed. I particularly like the gold paintwork with the pink and red identification markings much better in person than in various online pictures.

Technology:
In the guide keel and pickup area, the modified guide keel with the extended rotation angle is installed in the “old chassis”.

Driving behavior:
The new guide keel significantly improves handling. Tight corners, in particular, are less daunting, as the vehicle is no longer as likely to lock up due to the guide keel. Smooth and fast driving is truly enjoyable with this vehicle.

Until then,

CoMod Joerg

Carrera DIGITAL 124 Aston Martin DBR9 Jetalliance 2008, No.33

Carrera DIGITAL 124 Bill Thomas Cheetah: the special

Carrera D132 Mercedes SLS AMG Coupé

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

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

Here is a good link : Mercedes SLS AMG

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

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

About the Carrera model:

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

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

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

CoMod Mike...

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

Double doors!!!

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

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

So again: double doors!!!!

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

Let’s get to the model:

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

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

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

CoMod Lotus

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Carrera D132/Evo McLaren M20, 'No. 8', 1974

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