Vehicle reports

Carrera DIGITAL 124/132 adapter unit

Carrera DIGITAL 132/Evolution - die neuen WRC Editionen von Carrera

Carrera DIGITAL 132/Evolution - the new WRC editions from Carrera

Test report from CoMod JoergW on the Carrera DIGITAL 132/Evolution Mini Cooper Countryman WRC Daniel Sordo "No.37"/Pierre Campana & Citroen DS3 WRC Sebastian Loeb/Van Merksteijn, No.20
(Art. No. 30614/27405 and 30615/27406 and 30616/27407 and 30617/27408)

WRC … small cars are big

The WRC (World Rally Championship: www.wrc.com) is comparable to Formula 1 in terms of the driving requirements and the necessary budget; both are considered the premier class for the respective vehicle types.

The 1:32 scale Mini Countryman WRC now available from Carrera represents the version that achieved a very respectable second place at the 2012 Monte Carlo Rally with a Spanish crew of Sordo and del Barrio. Daniel Sordo is still without a win in the series, which may be partly due to the difficult search for a new sponsor.

In contrast, the Citroen DS3 WRC, also published by Carrera, is on a successful path. Sebastien Loeb has been a continuous World Rally Champion in a Citroen since 2004 and leads the all-time list with 71 victories. Even legends like Colin McCrae with 25 and the multi-talented Walther Röhrl with 14 victories are well ahead in the World Rally Championship. Even the Citroen's co-driver is writing his own legend: with eight world championship titles, he is the most successful co-driver in the history of the World Rally Championship.

Optics:
Models look true to the original and model-like, not too toy-like.
The Mini WRC seems a bit tall in direct comparison with the Citroen WRC, but overall, the cars are well-executed. The space in the front wheel arches is likely due to the tight construction, but the components have to go somewhere.

Processing:
Both models are flawlessly crafted. The accessories fit perfectly. The paintwork and lettering are clean and crisp.
The antennas are quite difficult to remove because they aren't very flexible, so there's a risk of them breaking if they fly off. The mirrors can be removed easily on both vehicles.

The wheels rotate smoothly and the slightly profiled and prototypical, rather narrow tires sit well on the rims.

Due to the vehicle's design, there's very little room for lead in the chassis, and if there is, it's in very small pieces and distributed accordingly. Balancing is somewhat difficult.

Driving behavior:
Due to their design, both WRCs aren't quite as fast to drive. Despite the magnets, the wide drift angle of the guide keel allows for rally-like drifting. Raced against each other, the Citroen has a slight advantage; it rides a bit flatter. Its narrower wheelbase isn't a negative. In addition to these two rallies, the Golf 24 (even though it's a VLN, not a WRC) could also be entered on the track. Visually, it fits... but the Golf is likely to have the edge in terms of racing.

Best regards,
your Jörg

Carrera D132/Evo AMG Mercedes C-DTM 2007

Test report by CoMod Carrera124 for the Carrera DIGITAL 132 / Evolution AMG-Mercedes C-DTM 2007 Deutsche Post AMG Mercedes 2010 "D.Coulthard" (30561/27359)

Former F1 drivers regularly make their way to the DTM: Jean Alesi, Mika Häkkinen, and Ralf Schumacher are just a few examples. Most recently, David Coulthard was the prominent newcomer to the field! He signed a contract with Mercedes-Benz for the 2010 season and quickly became a fan favorite.

After some initial difficulties, he gradually gained momentum, but for the fans, his placings were probably of secondary importance. Regardless of his position in the race, his car with its bright yellow paintwork was unmistakable and a vibrant splash of color. Even championship rival Audi seems to have taken a shine to the color scheme, as an Audi A4 in the yellow Post livery is also on the road this season.

So it wasn't long before the desire for David Coulthard's company car was expressed here in the club forum. A few impatient souls have already taken the initiative and painted the post-war design themselves. Anyone lacking the necessary skills can now purchase the model in regular stores.

Visually, the model lives up to its original promise: it's unmistakable on the track, making it impossible to mistake it for one of the DTM cars. The black painted or printed add-on parts and lettering provide an attractive contrast to the yellow base color.

Technically, everything remains the same: the Mercedes still has a chassis from the old suspension generation of 2007 and 2008. Compared to the suspension technology used since 2009, it doesn't perform miracles, but it's certainly sufficient for refined driving pleasure.

The rear magnet is immediately removed, and the center magnet is set to the weakest grip. Nevertheless, the grip this time is somewhat stronger than I've been used to with similar vehicles from recent years. While this is an advantage for fast cornering, it also somewhat compromises agility. It's not really a bad thing; it's more a matter of personal taste.

Overall, this car is a real asset to the DTM starting field.

CoMod Chris

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

Test report by CoMod Carrera124 for the Carrera DIGITAL 132 / Evolution AMG-Mercedes C-DTM 2007 Laureus AMG Mercedes 2010 "R.Schumacher" (30562/27360)

Big names in the DTM!

Ralf Schumacher has been active in the DTM since the 2008 season. Initially with a
Last year's model, since 2009 with the current vehicles. In his first three years, however, he only managed to achieve a few highlights. His dominant pole position at the Norisring and the fastest lap remain memorable. However, a potential race win was ruined by a jump start. Ralf Schumacher also performed very well at the Norisring in 2009 and 2008; this historic street circuit clearly suits him.

This season, however, things seem to have turned around: two podium finishes in the first three races and currently fourth place in the overall standings! Hardly anyone seriously believed Ralf Schumacher was capable of that. Back to 2010: that season, his racing car was shiny chrome and adorned with the "Laureus Sports Award" logo. I don't find this design particularly exciting; it's already been released in various variations in the Carrera range: most recently in the "Original Parts" design of Bernd Schneider's car, and before that, on Mika Häkkinen's car from the 2006 season.

But I don't want to complain; after we've been presented with a truly colorful mix of DTM innovations so far, we can easily accept a comparatively bland design variant.

However, a less pleasant surprise awaited us during the road test: the car initially rattled like a tractor. The cause was a poorly trimmed rear axle rim. This defect was quickly repaired with the help of a hobby knife, but it was still annoying. And despite the repair, the performance remained somewhat worse than that of the yellow Coulthard miniature, although the basic characteristics were identical.

The bottom line is that the DTM starting field in 1:32 scale has been expanded this year by four attractive and extremely varied design variants, so there should be something to suit every taste.

CoMod Chris

Carrera D132/Evo Porsche GT3, RSR Manthey Racing

Test report by CoMod Lotus for the Carrera DIGITAL 132/Evolution Porsche GT3 RSR Manthey Racing, 24h Nürburgring 2011, "No.18" (Art.No. 30609/27401)

Who said this quote: "Cars have always been my hobby and motorsports was the logical consequence." ?

The correct answer is: Olaf Manthey, founder of the Manthey Racing Team. I could start the club report with a summary of the Porsche team's successes, but the report shouldn't be three pages long. So let's limit ourselves to a few sentences:

Olaf Manthey was and remains a highly successful driver who began his racing career at the age of 19 and founded his own racing team, "Manthey Racing," in 1996 at the age of 41. He drives himself, builds race cars for various clients, and also tunes production Porsches for his customers. The headquarters and test center of Manthey-Racing and MANTHEY MOTORS are just 400 meters from the fastest section of the Nürburgring Nordschleife. The company is located in 53520 Meuspath, in the industrial park opposite the famous Döttinger Höhe.

The team's motorsport successes speak for themselves! Since its inception, they have won title after title. A list would be too extensive, so let's just mention the greatest successes: eight titles in the Porsche Supercup and the GT class win at the 1999 24 Hours of Le Mans. In addition, there were overall victories in 2006, 2007, 2008, 2009, and 2011 at the legendary 24-hour race at the Nürburgring, as well as countless overall victories in the German Endurance Championship, including the 6-hour VLN season highlight.

The current Carrera model represents the winner of the aforementioned 24-hour race from 2011. I don't need to say much about the model's characteristics; the RSR has been one of the most popular cars in the 132 range since its release. While it no longer features the latest chassis technology, it can still easily keep up with cars like a 458 GT2 or an R8 RSR. The look is striking; the color alone makes the car an eye-catcher on the track.

Have a look at the homepage of Manthey Racing ( www.manthey-racing.de) and especially the top bar of images! Actually, the only thing missing now is the HARIBO Porsche ;-) that was also built by Manthey...

CoMod Lotus

Carrera Evo/D132 Morgan Plus 8

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

----------------------------------------------------------------

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

Carrera D124 Ferrari 599XX

Test report by CoMod Long on the Carrera DIGITAL 124/ DIGITAL 132 Ferrari 599XX 'As seen at Geneva Motorshow 2009' (23756/30532)

The 599XX, unveiled at the 2009 Geneva Motor Show, is a racing version of the 599 GTB. The car produces 537 kW (730 hp) at 9,000 rpm and is lightweight thanks to the use of carbon fiber body panels, special alloys in the engine block, and a ceramic brake system. A new transmission setup allows gear changes in as little as 60 milliseconds. The body and underbody are aerodynamically optimized, developing downforce of 280 kg at 200 km/h and 630 kg at 300 km/h. Furthermore, the car runs on 29/67 R19 front and 31/71 R19 rear tires mounted on 19×11J rims at the front and 19×12J rims at the rear.

The Ferrari 599XX features a new system in the trunk called Active Flow. These fans extract a portion of the air flowing beneath the vehicle before it reaches the diffuser. However, only the small portion of the airflow just before the breakaway limit is drawn in through a porous layer. Because this prevents air turbulence, the diffuser slope can now be greater than the usual 7° without the airflow breaking away, thus generating greater downforce with the same aerodynamic drag. The drawn-in air is exhausted through the dummy taillights. To reduce turbulence during the exit, the airflow is driven to an oscillation of 800 Hz by piezo-controlled membranes, which has a positive effect on the drag coefficient.

The price of the vehicle is over one million dollars and the small series is limited to 30 units, which will be given to selected customers.
(Source: http://de.wikipedia.org/wiki/Ferrari_599)

But let's get to the model itself. The design is already familiar from its little brother, so it's not really anything new. However, it must be said that in the 124 version, the Ferrari comes across a bit differently—much more aggressive, lively, and powerful. The red body with the carbon fiber really suits it.

All unnecessary embellishments on the chassis have been omitted, something we already know from the GT3. However, we're once again dealing with a real heavyweight. The chassis weighs 173g, and the top another 65g, resulting in a total weight of approximately 238g, similar to the DBR9. The axle on the Ferrari is also neatly mounted, as it should be. The lighting is also adequate and doesn't glare from the wheel arches.

The Ferrari 599XX boasts the longest wheelbase of any modern sports car, which should actually provide excellent handling. However, due to its relatively high weight, the super sports car feels a bit sluggish and ponderous.

Personally, I don't think the 599XX really fits in with the GTs. In terms of handling, it's at a disadvantage. Therefore, I believe the 599XX will feel most comfortable among its peers. Here, the opportunities are level, and the cars are fighting in the same class.

CoMod Long

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

Test report by CoMod JoergW for the Carrera DIGITAL 124/ DIGITAL 132 Ferrari 599XX 'Homestead 2010' (23757/30533)

As already described in detail in the report on the 1:32 scale model, Ferrari has produced a production-based racing car with the XX version. Instead of a lot of words, here's an invitation to take part in the record-breaking lap of the Nürburgring: Under seven minutes through the green hell!

And for those who prefer the 1:1 version, here is another source where you can purchase the Ferrari 599xx as a used vehicle with only 1500 km mileage for just over 1.3 million euros: http://www.pkwradar.de

The vehicle appears proportionally more powerful and massive in 1:24 scale than in 1:32, a real racing car. The original shape comes across well, and the model has been scaled down very attractively. Red and blue are fine as base colors. I find the metallic effect of the blue Ferrari, in particular, very realistic and not at all 'toy-like.'

The guide keel of the new swing arm rotates smoothly and far enough. Since the vehicle is unfortunately not exactly light at 240 grams, the old swivel arm would have reached its breaking point at this point at the latest. That's almost half a pound, which then pushes its mass onto the guide keel area in curves. The vehicle handles flawlessly—no sprinter, but a reliable long-distance candidate.

The lights are fine. Very bright at the front, but don't shine through, so they should also be suitable for night driving à la 24-hour races. While the car looks like a counterpart to other 1:24 GT cars, it might have slight disadvantages due to its heavy weight. As is almost always the case: it's best to race cars of the same type against each other. Maybe we'll get one or two more colors... yellow always looks good on the track ;-)

CoMod joergW

Carrera DIGITAL124: Aston Martin DBR 9 'Aston Martin Racing 2007'

Test report from CoMod long for the Carrera Carrera DIGITAL 124 Aston Martin DBR9 Aston Martin Racing "No. 009", 2007
(23747)

Almost seven months have passed since the toy fair in February and the three color variants of the Aston Martin DBR9 are about to be delivered.

There shouldn't really be much news to report, as it's 'just' another color variant. But that's not the case. With the 009 starting number in Aston Martin Racing Green and a white roof, another attractive racing version was chosen. But let's be honest, any other version of the super sports car would have been fine with us. Visually, the car looks great again! All the prints are flawless and, as usual, executed with great attention to detail. The rear right printed air vent cover has been reworked in shape and position and now looks much more harmonious.

But there is something else, the Green one seems much deeper than its two predecessors!

When you look at the chassis, you notice quite a few new features. The edge of the engine grille and the rear magnet have disappeared, making the chassis nice and flat even at the rear. The center magnet also has a new mount and is now enclosed, so the magnets are no longer visible! Personally, I find this more visually appealing.

From the inside, the chassis appears very tidy as usual, but there are also a few new features to discover. Firstly, of course, the revised swing arm with a wider angle of rotation of the guide keel. Secondly, the front mount for the lighting circuit board. Unlike its predecessors, this is no longer permanently glued, but now plugs in, which makes maintenance work on the front axle much easier. Now it's also clear why the DBR9 appears lower; it has been given two shims on the front axle and the motor mount. By removing the front circuit board mount, the DBR9 can be lowered even further, giving it an even sharper look.

In terms of handling, much higher cornering speeds are now possible thanks to the revised swing arm, which definitely leads to more driving pleasure. Dislodgement is practically impossible. Personally, I find this version of the DBR9 a further enrichment for the GT series, and one wants more from this car, especially after the fantastic chassis redesign.

CoMod long

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

Test report from CoMod Carrera124 on the Carrera Carrera DIGITAL 124 Aston Martin DBR9 Aston Martin Racing "No. 009", 2007
(23747)

More than just a color variant!

When the DBR9 was announced in full-scale last year, there was great joy. There was also surprise when it was confirmed that the dark green version was not initially planned. This gap has now been closed, and the British car in the classic design will soon be rolling into dealerships.

And actually, it's not just a color variation; some technical details have also been changed. The large magnet holder is now completely closed at the bottom, although the magnets can still be easily unscrewed from underneath. Nevertheless, this should be a first taste of the improved chassis generation of this year's new models.

The wheels now sit more firmly in the wheel arches, thanks to the addition of a few more spacers between the chassis and the axle mounts. A small change with a big impact, noticeably improving the overall vehicle's appearance.

For driving, I remove the compression spring on the front axle—as with almost every 1/24-scale vehicle—which also improves the appearance somewhat. The handling itself can best be described as "good-natured"—length matters, and this isn't a new insight.

CoMod Carrera124

Carrera Evo: Nissan Nissan GT-R Calsonic Team Impul No. 12

Test report from CoMod Lotus on the Carrera Evo Nissan GT-R Calsonic Team Impul No. 12
(27317)

This was the headline in Auto Bild in March 2008 when the Nissan GTR first appeared on the racetrack of the Japanese SUPER GT racing series.

And to this day, the GT-R remains the superior car it started out as.
One of the most successful teams using the Nissan is the Calsonic-Impul team. It is owned by the Calsonic Kansei Corporation, a Japanese automotive supplier (in which Nissan increased its stake from 27.6% to 41.7% in January 2005). The cars are a striking blue; here's a video of the car during a tire test:

http://www.youtube.com/watch?v=CvIpEJ5UEcw

And this hot racing dish is now also available from Carrera!

While previous versions of the rice cooker from Yokohama were already visual highlights, the blue GT-R from Team Calsonic beats them all in my opinion. Okay, that probably has something to do with the fact that I just like blue cars. But the Nissan simply performs well on the track.

And like its great role model, the slot racer is currently one of the best, if not the best, cars in the starting field: wide track, excellent acceleration and safe cornering (even without magnets).

I'm not really a fan of modern racing cars, but more of a classic car freak. But I've driven all versions of the Nissan, something no Porsche has ever achieved for me.

CoMod Lotus

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

Test report from CoMod long on the Carrera Evo Nissan GT-R Calsonic Team Impul No. 12
(27317)

At the beginning of 2008, the press reported: 'The new Nissan GT-R is competing in the Super GT Championship! Two factory and three private cars in the Japanese Super GT'

The blue Calsonic GT-R of the IMPUL team is also driven by a European/Japanese pairing: Frenchman Sebastien Philippe (still in the Hasemi car in 2007) alternates there with ex-Krumm partner Tsugio Matsuda.

How could it be otherwise! I was absolutely thrilled with the two previous models. And the new color variant of the Nissan GT-R in the EVO version is once again a real hit. All I can say is: unpack it, turn on the power, put it on the track, and have tons of fun.

Visually, a great version was chosen again, and the blue with the chrome roof is also beautifully executed. The new chassis technology, with its advantages—very clean design, soft return springs, and sufficient turning angle—makes for great driving fun! There's also plenty of room for trim weights if you want. Like its predecessors, the front axle runs smoothly.

The road test was once again extremely positive, but honestly, I wasn't expecting anything less! As is well known, the Evo version no longer has lights, but the vehicle is equipped with the mounts for the light boards, so retrofitting them shouldn't be a problem.

For me, the Nissan GT-R remains one of the most fun cars to drive. For fans of GT cars, I would definitely recommend it, 100%.

As a fan of the larger scale, you can only envy the DIGITAL132 drivers for this racing car.

CoMod long

Carrera DIGITAL 124/132 Control Unit

Test report by CoMod JoergW on the Carrera DIGITAL 124/132 Control Unit
(Art. No. 30352)

The control unit replaces the previous black box and, in addition to its basic function, serves as a power supply and connection for the hand controllers for programming various digital functions, but more on that later.

The handheld controller extension box can be connected even with older ProX controllers. Equally welcome is the news that older wireless controllers (from the ProX era with dip switches) can also be used.

In terms of operation, the new control unit is similar to the old Black Box. Significant differences are only noticeable in the details. The new dedicated buttons "Speed," "Brake," and "Fuel" are quickly assigned, and braking behavior, top speed, or fuel level can be adjusted without a manual. However, things get tricky when it comes to the setting "Pit stop passage does not result in lap counting." The manual is indispensable here, as settings can be made not only on the control unit (press the "Speed" button with the unit switched off, switch it on, and release the button), but also on the display.
Instead, the Pit Stop Lane must be connected directly to the control unit's electrical circuit. It can then be placed where you planned it in the track layout. This sounds more complicated than it actually is, and you won't need to do it that often later on.

The Autonomous Car's settings are very sensitive, and even after over 100 laps on a small, basic track, it didn't crash. Since the Autonomous Car uses the switches unpredictably and doesn't need to refuel, there's no real opponent on the track, but at least there's a gameplay-enhancing component with a high fun factor. Good to excellent lap times are then significantly more difficult to achieve, and even in multiplayer mode, it's not entirely easy, as human predictability is lacking! The third driver on the track practically forces you to use the switches, even if it means leaving the racing line.

The pace car is actually only useful when there are two pit lanes: one for refueling and one for the pace car. The latter is determined via the 'code' button on the control unit and then moves into the pit lane.

In racing mode, the vehicle leaves the pit lane at a previously set speed after pressing the 'Pace Car' button and remains on the track until the 'Pace Car' button is pressed again.

CoMod Joerg

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

Test report from CoMod Carrera124 on the Carrera DIGITAL 124/132 Control Unit
(Art. No. 30352)

The control unit is the main element of the new digital components and a prerequisite for using the new elements. And most importantly, the control unit is compatible with the old wireless controllers with DIP switches on the top.

Connections
The existing connections largely correspond to those already familiar from the Blackbox. Only the module socket has been omitted, so the following connections are available:

Lap counter
PC unit
Hand controllers 1-4, of which the first two connections are also used for connecting the wireless reception towers
Hand controller extension box, for 6 wired hand controllers
power supply

Keys
Compared to the black box, something more has happened here:

On/Off slide switch
Start button
Pace Car
Slide switch for tank function with new mode: Off/ On/ Real

There are also four new buttons for:

Setting the speed
Adjusting the braking behavior
Setting the tank content
Coding of vehicles

Functions
Looking at the control unit on its own, the first thing that catches your eye are the additional buttons for the vehicle settings. Assigning a vehicle to a handheld controller is significantly easier than with the black box, as are the settings for maximum speed, fuel level, and braking behavior.

Also noticeable are the two sensors on the road surface, which were previously only known from the lap counter. Consequently, the control unit takes over at least some of the functions of the lap counter. However, the full potential of the control unit can only be realized in combination with the new accessories.

Some important settings for new accessories are not performed on the accessories themselves, but rather using a programming sequence on the control unit. These programming sequences are summarized in the control unit's operating instructions.

CoMod Carrera124

Carrera D132/Evo Audi A4 DTM 2008 "O. Jarvis

Carrera Evo/DIGITAL 132: Ferrari F10 "Fernando Alonso

Test report from CoMod Carrera124 on the Carrera Evolution/DIGITAL 132 Ferari F10 "Fernando Alonso"
(27323/30516)

Technical data:
Weight (complete vehicle with magnets): 73 grams
Length including spoiler: 155 mm
Wheelbase: 98 mm
Track width (front axle): 58 mm
Track width (rear axle): 58 mm
Other: The vehicle has a continuous rigid axle at the front

Overview of the color and country variants:
In the version with starting number 8 (Fernando Alonso), the Ferrari F10 is delivered in analogue (item no. 27323) and digital (item no. 30516) versions.
A version with starting number 7 (Felipe Massa) was also produced especially for the Italian market, also in both analogue (item no. 27346) and digital (item no. 30544) versions.

Optics:
The model accurately recreates the characteristic basic shape of the Ferrari F10, particularly evident in the particularly sleek rear end and the streamlined front end. The bulge in the rear, necessary for the transmission, has been cleverly concealed by the matte black paint. Overall, the visual implementation is completely convincing.

Technology:
Technically, the Ferrari F10 is largely identical to its two previous rivals from Red Bull and McLaren: it uses the same generation of chassis with internal magnets that has been in use since 2009. As with the other F1 cars, it is powered by the flat-bottomed FF050 engine. This engine excels more in terms of revs than in torque.
The front axle construction of the Ferrari F10, however, is somewhat different - there is no independent wheel suspension, but rather a continuous rigid axle that is slightly suspended.

Driving behavior:
Contrary to my usual habits, I run the Formula cars with a full set of magnets. The low weight combined with the high-revving motor results in impressive acceleration and a top speed that's almost impossible to achieve on normal home tracks. There, it seems sensible to slightly reduce the maximum speed (digital version) or the driving voltage (analog version).

Thanks to the rigid front axle, the running noise is quiet and the handling is very stable. However, as soon as you enter a corner a little too fast and the magnetic effect breaks off, the little Ferrari is almost impossible to catch.

Conclusion:
The trio is complete – from now on, you can recreate the World Championship battle between Ferrari, Red Bull, and McLaren at home. Technically, the Ferrari has slightly better capabilities thanks to its front axle design, and all three car types are equally pleasing to the eye.

Carrera Evolution KTM X-Bow

Review by CoMod Lotus on the KTM X-Bow
(analog 27248)

The love-hate relationship…
There are racetrack cars (or slot cars in modern parlance) that you would never buy. You see pictures of the real thing, and you just don't like the vehicle. Too weird, too ugly, too unusual. The X-Bow is one such vehicle. I just find it ugly. You could give me the real thing as a gift, and I wouldn't want it.

The original was first presented at the Geneva Motor Show in 2007. Initially limited to 100 units (and already completely sold out), the X-Bow is a no-compromise vehicle. Audi four-cylinder turbo engines from 220 to 260 hp, a carbon monocoque, and a Brembo brake system. You won't find any useless child's playthings like air conditioning, a radio, etc. But the X-Bow simply has a very distinctive look. And that's precisely why I would never buy one. For me, a sports car is also about design.

And now I'm supposed to test it as a slot car. Okay, admittedly, the body is excellent and absolutely true to the original. And the matte black and orange combination just works. The sparse printing is cleanly executed, and the body overall makes a very sturdy impression, making it suitable for children's hands. The rims with the treaded tires are very nice.

Let's get to the technical details: The car weighs 86g, making it one of Carrera's lightest cars. The distance between the guide keel and the rear axle is, in my opinion, perfectly implemented. The guide keel is too stiff for my taste; in such cases, I remove the guide keel spring, but this, of course, doesn't reset the keel. The double sliding contactors have proven themselves at Carrera and are easy to replace. The interchangeable rear axle unit isn't to everyone's taste, but it makes replacing the axle much easier. Loosen two screws, fold out the entire unit, unclip the axle, and the new parts can be installed.

Anyone who wants to completely disassemble the car will first have to remove the axle unit; the screw for the base plate is located under the rear axle. Due to its design, the chassis itself is very tight. Therefore, you should be careful not to pinch any cables during reassembly.

Let's move on to the handling: Despite the very narrow tires, the KTM sits like a board on the track. The tires have very good grip, and even with a magnet, it's almost impossible to throw it off course. The car handles like a go-kart; it's almost impossible to take off. But if you remove the rear magnet, things get really fun. Drifting until you (lately) take off—this thing is simply fun.

Conclusion : For me, this is the vehicle with the highest play and fun factor that Carrera currently has in its range, suitable for fathers and sons alike. If only it weren't so ugly... :-)
CoMod Lotus
-----------------------------------------------------------------------

Review by CoMod JoergW on the KTM X-Bow
(analog 27248)

1. Optics:
The orange-and-black flat-bottomed car's trim is clearly visible, even though the name 'Speedster' has already been used elsewhere. No superfluous parts that would even remotely dilute the pure driving pleasure have been installed on this vehicle. This orange sports car could even make it to the finals, purely on aesthetic grounds. The car is polarizing. You either like it or you don't, I do.
For about 1/100 of the full-price price, the car racing enthusiast can enjoy it on their own track—not just the visual pleasure, but also the driving experience. One 'advantage' of slot racing becomes particularly clear here: you're not sitting in the car and getting back problems, but can relax and aim for the lap record on your home track.

2. Technology
Here, proven technology is combined with the new rear axle removal option. In the case of the KTM X-Bow, however, it's important to note that the rear magnet must first be removed; underneath is the screw for releasing the rear axle. Once the chassis is disassembled, reassembly should be carried out carefully to avoid pinching any cables. The vehicle is not equipped with lights, which could be due to the rather tight space.

3. Processing
The vehicle is detailed, but not too delicate, making it suitable for children's hands, once dad lets go.

4. Driving behavior
The orange and black X-Bow, weighing just 88 g, is the lightweight in the starting field and can certainly be optimized. Personally, however, I'd consider the modifications too radical. The narrow tires offer very good grip, only slightly less than the Golf GTi. The treaded version looks very appealing. Since the tire material used appears to be the same as in the Golf, the reason for the slight difference could be found in the tire width and the general differences in the vehicle construction. With both magnets, the X-Bow is perfectly easy to maneuver around the track, even for beginners, but it's only really fun with the center magnet. Drifting fun until the limiter kicks in. Definitely a fun car that can be driven quickly even on twisty home tracks with a high proportion of Turn 1!

5. Miscellaneous
A fundamentally well-suited selection of vehicles to complement the 1:32 scale range. The orange and white versions look almost like teams competing in an international match between neighboring nations. Two more bold, highly visible colors could be added next year to increase the starting field. However, if Carrera were to release a kit with two or three differently colored interchangeable upper sections or bodyshells in the Club... then yes, there would be possibilities. That would really be a different idea for a 'limited' 1:32 scale.

CoMod JoergW

Carrera DIGITAL 124 Chevrolet Corvette Grand Sport '64

Test report by CoMod martinmm for the Carrera DIGITAL 124 Chevrolet Corvette Grand Sport '64 (23712)

The Corvette Grand Sport driven by Jim Hall and Roger Penske at the 1964 12 Hours of Sebring held a leading position for hours. However, a broken driveshaft forced them to make a lengthy pit stop and they finished the race in 18th place, 37 laps behind the winning Ferrari 275. The Corvette was powered by a 6.2-liter Chevrolet V8 engine.

The 1:24 Carrera model is just as impressive as its original. The interior is completely finished in the authentic color scheme of the presentation car. Even the driver bears a certain resemblance to one of the pilots of the time.

Optics/Processing
The test vehicle is well-made – no visual defects could be detected. The hood is installed as a separate part, which allows for easy realization of different versions of the vehicle. Overall, the body is elaborately crafted, which, however, has an impact on the weight. The start number lights are merely printed – probably with a view to
Other versions to avoid unnecessary holes in the body. The tires sit very tightly on the rims, so great care is required when changing them.

Technology
Equipped with the D124 chip, the Corvette can be operated on both the Carrera Digital track and in analog mode. The pivot point of the guide keel is located just behind the front axle. The gear ratio of 10:50 is the current standard for Carrera Digital 124.

Driving behavior
I tested exclusively without a magnet on a 13m home track at 18 volts. The massive rear wheels definitely need to be sanded flat on a sanding board. This will give them quite good grip. Acceleration and braking are good, despite the large wheel circumference. When braking, the rear wheels almost stop, which looks interesting. At 217g, it's not a lightweight, but the Corvette can be driven quickly and with controlled drifts around corners. It punishes cornering too quickly with deslots.

Conclusion
The Corvette visually makes a high-quality impression, even if it features few intricate elements, true to the original. The openwork side vents behind the front wheels are very nice. A good basis for driving without a magnet is provided. However, the vehicle can be further optimized with little effort.

The Ferrari 250 GTO appears to be a historically accurate opponent, although its lower weight already offers slight advantages. A desirable addition for 2009 would be the Shelby Cobra and the Porsche 904 GTS, both of which competed in the same race. The version of the presentation car, released at the same time, has a well-matched color scheme. It's a great base for your own creations while you wait for further versions. Matching decals are available from specialist retailers!

CoMod martinmm

Carrera D132/Evo Porsche 917/30 'No.48'

Carrera Evo / DIGITAL 132: Opel GT Steinmetz "Tuner 1

Review by CoMod Carrera124 on the Carrera Evo/D132 Opel GT Steinmetz "Tuner 1"
(27326 and 30520)

"Only flying is more beautiful!" That's what Opel's advertising strategists used back then. And since then, it's been an unwritten rule that this famous saying is quoted in every article about the Opel GT. So, I've already fulfilled that obligation ;-)

Technical data:

Weight (digital vehicle, complete with magnets): 83 grams
Weight (analog vehicle, complete with magnets): 78 grams
Weight (body): 21 grams
Length including spoiler: 125 mm
Wheelbase: 76 mm
Track width (front axle): 54 mm
Track width (rear axle): 57mm
Other: analog vehicle without lighting

Overview of the color and country variants:

The Opel GT will initially be delivered in two design variants. A tuner version in dark blue metallic, available as an analog and digital vehicle, and a racing version, similar to the one used in various touring car races in 1972. The racing version will be produced exclusively for the digital range.

The model:

The basic shape of the Opel GT is well captured, the lines impeccable. And despite the thick, stone-like cheeks, the vehicle overall appears small and delicate, thus certainly living up to its true identity. Opinions differ on the color scheme – whether you like the metallic paint with the printed US flag or not is a matter of personal taste.

Also worth mentioning are the beautifully designed and finely perforated spoked rims.

The technology:

The chassis has all the features typical of new designs since 2009: the magnets are located inside, and removing them requires removing the motor and/or the circuit board. However, since the magnets are usually only removed once, I consider this effort justifiable. The front wheels are individually suspended, and due to tighter production tolerances, they wobble noticeably less than in last year's vehicles—for example, the Ford Capri.

The remarkable weight is 83 grams (digital vehicle) and 78 grams (analog vehicle). The weight difference is due to the absence of lighting in the analog vehicle. The body itself weighs only 21 grams.

The lighting is a disappointment, at least at the front. The LEDs shine everywhere except the front.

The driving behavior:

Let's get to the road test: the low weight combined with the small wheel diameters promises aggressive handling. Both magnets remain installed for now. With this setup, the GT handles almost like a GO!!! car on my test track – as long as my standard driving voltage is set, even K1 can be driven at full throttle without any problems.

In the next step, I removed the rear magnet. This makes acceleration a bit more aggressive, and creates a kind of controllable limit in the corners. However, the magnetic effect is still comparatively strong. Nevertheless, I decided to leave the center magnet in the car so that the digital switches can be taken safely and quickly. When the limit is exceeded, the rear end does break out, but the tendency to roll is very minimal. If you want to run completely magnetless, there's enough space in the chassis to attach trim weights.

Overall, it's a very lively, virtually foolproof vehicle, perfectly suited for the typical home track with tight curves and chicanes. For analogue use, it's a good idea to have a power supply with adjustable voltage on hand.

CoMod Carrera124

----------------------------------------

Review by CoMod JoergW on the Carrera Evo/D132 Opel GT Steinmetz "Tuner 1"
(27326 and 30520)

Opel GT … the little man’s Corvette.

"Driving an Opel is like flying"... and in the extra-wide Steinmetz version it's even more fun.

As a design offensive for the otherwise rather tranquil and old-fashioned model range, the Opel GT was presented as a prototype to an astonished and skeptical audience at the International Motor Show in Frankfurt in 1965: in the design known as the "Coke Bottle Shape", with folding sleeping eyes and clear borrowings from the successful Corvette of the parent company GM.

The Opel GT was initially built in the Opel GT 1100 and Opel GT 1900 variants. The vehicle's development relied on proven modular elements. The floorpan, chassis, and 1.1-liter engine were taken from the Kadett B. The larger variant received a modified engine from the Opel Rekord, which also explains the dented hood.

More than half of the production was shipped to the USA, where it sold extremely well. This is certainly the reason why the successful model was discontinued without a successor. The little brother stole the mold from the big sister... the Corvette clearly took priority.

Optics:
The dark metallic blue paintwork of the Carrera model looks very classy and certainly more in keeping with a modern, restored version than a sports version from the early 1970s. The American flag on the hood cleverly draws a connection to the Corvette.
The yellow and black GT is, in my opinion, a well-executed version of the
Touring race car from 1972. All in all, a visually very appealing model, which, thanks to the new, flatter chassis and its stylish silhouette, appears very true to the original. Personally, I'm not so fond of the mirrors used.

Technology:
Independent wheel suspension in brass bushings, extended steering angle, and treaded tires with good grip. The digital model also features front and rear lights. The front lights in the radiator grille are used, as the night lights are retracted.

Processing:
The tires, which have quite good grip, sit relatively loosely on the rims. Gluing them on would certainly be recommended for longer use. The rims and axles are fine on both models.
Unlike other 1:32 scale vehicles, the GT is attached to the chassis at the rear with only a single screw. In terms of handling, the resulting ease of maneuverability should be neither advantageous nor disadvantageous.

Driving behavior:
Low, wide, with a relatively long wheelbase—what more could you want? With magnets, the GT is clearly superior to older 1970s cars thanks to its low profile and the extended pivot range of the guide keel. The inside lane on Turn 1 is no longer a nightmare.
For those who prefer magnet-free driving, both chassis offer space for custom-cut lead sheets from the roofing trade.

Conclusion:
Recommended as a supplement to the existing vehicle range of the 70s.
If you are looking for suggestions for other model variants, more photos or additional information, you can have a look here: http://norbert.opelgt.org/

Maybe we can get a bodyshell of the vehicle. Would it be worth it?! There are certainly plenty of design ideas out there.

CoMod JoergW

Carrera Evo / DIGITAL 132: Audi R8 LMS

Test report by CoMod joergW for the Carrera Evo/D132 Audi R8 LMS Team Abt Sportsline 24h Nürburgring 2009 "No.100" and Audi R8 LMS Team Phoenix 24h Nürburgring 2009 "No.98"
(27321/27322 and 30514/30515)

The Audi R8 LMS was built by quattro GmbH with the help of Abt Sportsline according to the GT3 Group regulations and thus, alongside the well-known Porsche and the relatively new Scirocco, another member of the large VW family is at the start.

Since summer 2009, the 12 vehicles have been fielded by various racing teams in European GT competitions and the BF Goodrich Endurance Championship. At the 24-hour race at the Nürburgring, two teams each fielded two Audi R8 LMS cars, and one car finished second overall, behind a Porsche 997 GT3 RSR from the Manthey team. A successful start!

Power is provided by a 5.2-liter naturally aspirated V10 engine mounted in front of the rear axle. The direct injection system produces 500 hp (370 kW) and a maximum torque of 500 Newton meters. Power is transferred to the rear axle via a 6-speed sports transmission with paddle shifters. The standard all-wheel drive system in the R8 has been replaced by rear-wheel drive due to regulations. The chassis uses almost exclusively production components. Extensive safety features also ensure the highest level of passive safety.

In the fall of 2009, open sales to motorsport teams began. (Net price: €262,000) Add a few euros for racing paint, tuning parts, the right tires, etc. Starting with a 1:32 Carrera model is significantly more affordable.

Optics:

Both vehicles, now available as Evo models, have a really great, detailed
The overall look is impressive. Comparing the wheels with online pictures, they fit well and are largely true to the original. We'll see, maybe I'll get to see a real one this year. Black and silver and blue and yellow, colors that are easily recognizable on the racetrack, can also be used in a variety of racing series in the 1:32 scale.

Technology:
The continuous front axle has a bit more lateral play, but this can easily be corrected with clip-in plastic rings. Personally, it didn't bother me from a driving perspective. Due to the lack of lights, the clean chassis offers plenty of room on top for targeted lead tuning. The very forward-positioned rudder section features the new, significantly increased pivot range.

Processing:

The paintwork and printing are good. Only in the difficult area of the light blue line that runs all the way around and separates the blue from the yellow area is a slight weakness noticeable. The lettering and advertising stickers are all very legible.

The front axle rotates easily, and the rims and axles are unproblematic. The tires are firmly attached enough to drive very quickly with the magnet even without glue. The tires' grip is okay.

Driving behavior:

The handling is, as expected, very unproblematic, as the width-to-length ratio and the other chassis geometric factors speak very much in favor of the vehicle, which proves true on the track.

Conclusion:

I don't think I have to be an oracle if I expect more variants of this model (especially since the 24-hour runner-up isn't included yet)!

CoMod JoergW

Carrera D124 Auto Union Typ C 'No.33', AVUS 1937

Carrera D124 Auto Union Type C 'No.33', AVUS 1937

Test report from CoMod JoergW on the Carrera DIGITAL 124 Auto Union Type C 'No.33', AVUS 1937 (23750)

Germany in the mid-1930s : the people are marching towards their eventual doom under state control, but in 1937, they still have no idea. The emerging nation likes to present itself to the world in the scientific and technological fields. Victories, such as at the 1936 Olympic Games, demonstrate the supposed superiority of the nation, and this is expected to be repeated in automobile racing. General motorization at this time was rather insignificant and primarily related to motorcycles. A traffic census in Halle in 1937 showed that approximately 3% of the population commuted to work using "other means of transport," which also included automobiles. The bicycle was the number one means of transport even before the railway, but even then, motor racing attracted the masses. The rulers provide substantial financial support to the racing and development departments of Mercedes-Benz and AutoUnion, more or less equally, in order to ensure that, through constant internal competition, a German vehicle would always be on the winner's podium.

Since 1934, the recently founded AutoUnion, a merger of the ailing companies Horch, Wanderer, DKW and Audi, has been in a constant battle with the already established Mercedes-Benz brand for the top spots in the world championship races. Unlike Mercedes, AutoUnion relied on a 16-cylinder engine, which was initially positioned behind the driver. The Type C had between 520 and 560 hp from its 6-liter displacement. Other brands were practically relegated to the role of supporting actors during this time, and the 'silver vehicles' fought it out among themselves to almost every finish. The winning nation was almost already decided; only the question of victory for AutoUnion or Mercedes and the driver in the winning car was a fierce battle on the racetrack and added to the excitement of the races.

In 1937, the AutoUnion Type C, designed by Ferdinand Porsche, competed against the Mercedes W125 designed by Rudolf Uhlenhaut. In May 1937, the world's fastest 'Free Formula' race to date took place on the AVUS (Automobile Traffic and Practice Road), with Hermann Lang as the winner, driving the first fully faired W 125 (the type tested here as a Carrera model), achieving an average speed of 261.7 km/h. The AVUS had been rebuilt in 1937, and the old north curve had been replaced by a banked, 43.6° banked, brick-built curve. This was intended to enable even higher speeds on the track, which, with its two long parallel straights and the hairpin bends at the end, was reminiscent of a basic Carrera track. The planned modification of the south curve was never completed due to the war. The Mercedes with starting number 35 was driven by Remagen native Rudolf Caracciola, but retired during the race. The Autounion C-Type was driven by Italian Luigi Fagioli, who retired in the second heat. From the already well-known Carrera Exclusiv series, the Mercedes with starting number 36, originally driven by Manfred Brauchitsch, also retired. The Carrera Exclusiv AutoUnion No. 31, originally driven by Bernd Rosemeyer, who later lost his life during a world record attempt, finished in 4th place. The AVUS presented grueling conditions for both car and driver. The tires, in particular, sometimes only lasted 4-5 laps, which is why both designs feature inspection windows in their streamlined fairings for tire inspection. The body and engines were later completely redesigned, polished to a high gloss, and optimized for high speed. The windshield of the W125 was given a rounded shape, and at the end of October 1937, it traveled to Frankfurt for the ONS "Record Week." The familiar problem from the AVUS (German Automobile Association)—the W125's front end lifting—recurred again, and an additional 90 kg of lead was added to the front of the car, ultimately enabling the W125 to reach 397 km/h (246 mph). But AutoUnion, with its Type-C streamlined car, had already set the benchmark at 406 km/h (251 mph). Extensive aerodynamic measurements, improvements to the outer skin, and the elimination of cooling problems, as well as fine-tuning in all areas of the engine, resulted in the new W125 with a sensational drag coefficient of 0.157. Rudolf Caracciola set a new record with this record-breaking car on January 28, 1938, on the Frankfurt/Main-Darmstadt Autobahn: the "Flying Kilometer," with an average speed of 432 km/h (268 mph). This mark has remained valid to this day: it is the fastest speed ever driven on public roads.

The motorsport enthusiasm and the technical developments of this era compensated for other deficits and were specifically exploited for the aggressive expansion plans already underway. But now enough of the contemporary historical considerations; let's turn our attention to model racing and the two Carrera-style cars.

Carrera models Mercedes W125 and AutoUnion Type-C optics

The basic shape and vehicle types are already familiar from the Carrera exclusive program. The design is largely faithful to the original. The new D124 models feature several details that further enhance the attractive appearance. The silver paint of the new releases appears more natural depending on the lighting and is cleanly executed. Newly designed, finely detailed rims, starting numbers in vibrant red, and black, contrast-enhancing borders on the Mercedes, as well as the red design elements on the AutoUnion, make the vehicles even more appealing.

The tires used aren't 100% true to the original, but they seem to fit. The mechanics and handling are exemplary, and the models lack any lighting, which at least makes digital refueling a bit more difficult. But that's just the way it is. You can tell that the fuel is running low by the stuttering and slowness of the vehicles, as well as the intermittent counting of the tower.

The swing arm has a significantly longer guide keel compared to the Exclusive model, which is noticeable in the tracking. The extended rotation angle and the limited suspension of the guide keel improve handling with and without a magnet. The swing arm is mounted without an adjustable height stop and is therefore limited in its up and down movement. The front axle turns easily and has a long caster. The rear axles and transmission are well adjusted and run smoothly.

There is a positive amount of lateral play. The vehicles run significantly smoother than the first models and are easier to control. The axles and rims are flawless on both models; only the tire fit should be checked. Sanding the grooves is definitely recommended. With a full set of magnets, it takes some effort to unsettle the vehicles. Without magnets, the tires don't have optimal grip. This creates an almost historic driving experience. I find one or two center magnets and the rear magnet very convenient.

Tuning tires (okay, if they're available) are an alternative. Otherwise, you can certainly have exciting races here. But these fairly long vehicles are also perfect for simply cruising and drifting. The new, significantly improved chassis can also be mounted on the two streamlined bodies of the Exclusive series (be careful, these bushings don't have a brass core). This way, you can build a starting field of four cars without requiring any special painting or DIY skills.

Driving is always fun and racing with four silver vehicles, or perhaps a burgundy-red streamlined vehicle of Italian origin, is certainly fun.

CoMod JoergW

Carrera DIGITAL 124 Ferrari 575 GTC Rock Media Motors, GT Italy 2006

Carrera Evo/DIGITAL 132: Porsche 917/30 Sunoco Porsche Audi No.6 '73

Review by CoMod JoergW on the Evo/Carrera D132 Porsche 917/30 Sunoco Porsche Audi No. 6 '73 (27327/30521)

Porsche had largely left the World Prototype Championship to Ferrari and Matra-Simca in 1972 and 1973 and competed in the CanAm series in accordance with the regulations. Porsche, along with its partner Audi, had first entered the US in 1969 with the Porsche 917 PA, so they had a foot in the door and could use the new developments in the turbo-powered 917 series.

The successful Porsche 917/30s, with over 1,000 horsepower, failed to claim victory in Atlanta despite six victories in 1973. The Porsche 917/10, the previous year's CanAm winner, also won there. Mark Donohue, who also drives the Carrera model, won the CanAm. Several second and third places rounded out Porsche's triumph this year. Because people wanted to see American cars, the rules were subsequently changed in the CanAm, and Porsche was no longer allowed to compete with the winning cars.

At Talledaga, the car reached a top speed of 386 km/h, but the official record is 355.85 km/h. Shortly after setting this record, Mark Donohue crashed his Penske Formula 1 car at the Austrian Grand Prix and was killed.

Optics:
The paintwork looks very realistic and, of course, is easily recognizable thanks to the color scheme on the track. The vehicle appears very well proportioned. Upon closer inspection, small paint imperfections can be seen along one of the thin red dividing lines.
The dummy engine and suspension are detailed and actually quite protected. Only during crash races could there be some small fireworks. There are two small LEDs in the exhaust pipes, with another one positioned centrally above them. This "warning triangle" allows you to monitor the refueling process if you're standing at the track in the appropriate position.

Technology:
The front axle is split and rotates very easily in its original condition. Otherwise, the standard Evo/D132 engine is installed, which naturally raises questions about its equivalence to the McLaren M20. Unlike the McLaren, the Porsche doesn't touch the inside or outside of Turn 3. The wide tires offer decent grip and only require a brief edge break.

Processing:
No defects can be detected in the processing.

Driving behavior:
The 917/30 runs very quietly and unspectacularly. Unlike the M20, it's not quite as snappy and aggressive, but it handles quickly and confidently. Crashes are significantly less frequent with the 917/30, which allows it to compensate for the McLaren's slight speed advantage. If anything, you can dial the McLaren's speed down by 10-20%, but then it's also safer to drive. Exciting CanAm races are to be expected, although due to the production variation, the cars should be thoroughly tested and tuned to ensure a level playing field.

Conclusion:
I haven't enjoyed driving at high speed with a full load of magnets for a long time! I think a speed event as a team race with the Can-Am cars is really fun.

CoMod JoergW

* * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * *
Review by CoMod martinmm on the Evo/Carrera D132 Porsche 917/30 Sunoco Porsche Audi No. 6 '73 (27327/30521)

In the winter of '72-73, Porsche developed the 917/30, which made its debut at Mosport in May 1973. Despite problems with the front shock absorbers, Mark Donohue finished 7th – and also set the fastest lap. In the second race of the season, Road Atlanta, he finished 2nd, also setting the fastest lap. It's no surprise: The 12-cylinder, 5.4-liter turbo engine produced 1,500 hp at 2 bar of boost pressure on the dyno. In the race, they made do with 1.3 bar – which was still enough for a good 1,100 hp. Mark Donohue won the following six races of the 1973 season with the Porsche 917/30. Due to his overwhelming superiority, the Can-Am championship regulations were changed, making participation with this car impossible in 1974, the last year the Can-Am was held. In 1975, Mark Donohue set a new record with the 917/30 with an average speed of 355 km/h on the oval track in Taladega. But that's coming soon from Carrera...

Appearance and workmanship
The vehicle is faithfully reproduced. The paintwork on the large blue surfaces is very clean and dust-free. Only the huge rear spoiler appears slightly bent – perhaps the two center struts are too long or are not embedded deep enough in the body due to the paint application. The wheels all run true, as far as can be seen visually. The separate front wheels are different, but both are relatively light: (The right one turns about 3-4 turns, the left one at least 10, I didn't count them. So, they're good enough.)

Technology
The vehicle is equipped with the standard E200 engine. The lighting, except for the exhaust light, which is used in the digital version to control
Of course, the vehicle does not have a brake light that serves to monitor the refueling process and at the same time replaces the brake light.

Front axle: independent suspension.
Weight: Body 30g, Chassis (without magnets) 65g

Driving test
I drove it on our 28m Carrera Club track. With magnets, the car adheres to the track as expected – even though you can even drift! The test without magnets seems more interesting and meaningful to me:

I lightly sanded the tires on a sanding board and slightly chipped off the edges. It took less than two minutes. The tires' grippy feel isn't deceptive: they have very good grip. Acceleration and braking are still OK—after all, the wheel diameter is quite large. Fast, controlled cornering is possible, and the car can also reach considerable speed on straightaways—although you need to cover a lot of straights. The low road noise is also very pleasant.

Compared to the McLaren M20:
My skepticism regarding the different engines and rear wheel diameters proved unfounded. We were able to drive many laps side by side on this long track. The McLaren has slight advantages in acceleration and braking, simply due to its lighter weight. The Porsche 917/30 reaches a slightly higher speed. This allows for fairly balanced and exciting races without any tinkering (except for removing magnets and grinding tires). I definitely see potential for optimization in the Porsche 917/30's bodywork. A few more grams could/should be saved here.

As an addition, you could bring a Lola T260, Porsche 917/10, or a Shadow DN2, appropriate for the year. If you're not too strict about it, a Ferrari 512M, 612P, or 350CanAm would also be a nice visual addition.

CoMod martinmm

Carrera D124 Porsche GT3 RSR Blackswan Racing, test 2010

Test report by CoMod Carrera124 for the Carrera DIGITAL 124 Porsche GT3 RSR Blackswan Racing, Test 2010 (23758)

After the GT3 was the last new model to be delivered, the third color variant is now ready to go. This is the test version of the Blackswan racing team. And, as is often the case with test versions, the car is painted matte black. Which brings us to a drawback: the car isn't always clearly visible on the black track sections. However, the white roof somewhat mitigates this effect.

Fortunately, since the car has a starting number, the design doesn't seem out of place next to the two previously released variants. Technically, there are no differences anyway; the Blackswan Racing version also features the improved 2010 chassis generation.

I skipped the test drive with magnets and instead removed all the magnets. Tire grip is average, allowing for safe driving, but still offers some room for improvement. Anyone who has already driven one of the other two GT3 design variants will not experience any surprises.

CoMod Carrera124

Test report by CoMod long on the Carrera DIGITAL 124 Porsche GT3 RSR Blackswan Racing, Test 2010 (23758)

First of all, I'd like to send a big thank you to Austria! It's calendar week 10 and the first color variants of the Porsche GT3 RSR are available! So, as far as I'm concerned, the 124s can continue at this pace.

Blackswan...well, the black swan is at least as beautiful as Natalie Portman in the film of the same name, but that's just a side note.

Once again, we're treated to a test version in black. Most people might groan and think, "Just another old test car in black!" But the matte black test version of the Porsche GT3 RSR is nothing like the previous ones. This version is characterized by contrast! Finally, a version in wicked matte black, with an aggressive look that could easily be used as a racing version. Perhaps it's the white roof, the spoiler with the stars and stripes, or the green color details and accents. Even at the presentation at the show, it was already clear that the Black Swan was very well received by everyone.

Again, I won't go into detail about all the new features of the chassis; you can find them in detail in my report on the Flying Lizard - all the same!

For me, this is another great version of the GT3 RSR. It performs very well on the track, and it's becoming increasingly difficult to pick a favorite! Definitely a must-have, and as a Porsche and GT fan, you can't ignore the Black Swan either.

I'm looking forward to the FALKEN and future designs.

CoMod long

Carrera DIGITAL 124/132 Position Tower

Carrera D132 Ferrari 458 Italia (rot & gelb)

Carrera D132 Ferrari 458 Italia (red & yellow)

Review by CoMod JoergW on the Carrera DIGITAL 132 Ferrari 458 Italia (30539/30540)

So here we have the 2009 offspring of the Italian luxury manufacturer in 1:32 scale, and at first glance, it's nothing more than a Ferrari in a long line of Ferraris... I think that's exactly what it should be ;-)

The Ferrari 548 Italia was released in 2009 as the successor to the Ferrari 430. At just under 200,000 euros for a basic model, it naturally becomes a rather rare car. Its nearly 1.4 tons are powered by a direct-injection V8 engine with 570 hp, accelerating it from 0 to 100 km/h in 3.4 seconds, and ultimately reaching a top speed of approximately 325 km/h. Grip is provided by the 20-inch alloy wheels with tires measuring 235/35 on the front and 295/35 on the rear axle. The car is truly a hot machine, so all the vehicles had to be returned to the workshop. In some cases, the vehicles burned out because an adhesive used in the car ignited in the heat in the engine compartment.

Optics:
The two models, in Ferrari red and the yellow, also typical of Ferrari, are styled faithfully to the original. The printing with micro-lettering and emblems, as well as the paintwork, are clean and detailed. As far as I know, the cars haven't yet competed in any real racing series, but on the Carrera track, their understated racing look means they can easily be used in GT races. Racing with older supercars like Bond-Aston Martin, etc., would likely be significantly more difficult due to technical innovations in the chassis, but it's worth a try. That's irrelevant in the display case, and the new Ferrari 548 Italia fits in nicely. Brake calipers and perforated brake discs further enhance the look.

Technology:
The light on the digital versions appears quite bright and barely shines through from the sides. Otherwise, the extended rudder angle, which also has a positive effect on drifting behavior in this car, has been standard equipment for some time. The tires have sufficient grip even without any aftertreatment. Since the super-low-profile tires are very thin, special care is required when grinding and breaking edges.

Processing:
The wheels don't sit completely snugly in the wheel arches, but if you look at the photos of the real models, that's how it is in real life. The axles and rims rotate smoothly and smoothly. There's enough space in the chassis to accommodate rolled lead pieces. The sidepods, in particular, are ideal for this purpose. The front gets narrower and flatter, so you'll have to experiment a bit.

Driving behavior:
The handling is swift and unspectacular. The car runs quietly and is hardly disturbed, especially by magnets. With a few stickers and starting numbers, it could be turned into a nice race car. Given the real-life data, I wouldn't be surprised if one or two 548s make an appearance on the racetrack soon.

CoMod JoergW

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

Review by CoMod Lotus of the Carrera DIGITAL 132 Ferrari 458 Italia
(30539/30540)

Fire under the butt

Yes! That's probably what you think of when you picture the Ferrari 458, introduced in 2009 and on sale since early 2010: 8 cylinders, 570 hp, 540 Nm of torque, a 7-speed dual-clutch transmission, and all that while weighing just 1340 kg. A car like that really sets fire to your ass. Unfortunately, it doesn't just do that figuratively, but also in reality, which is why it's now also called the "Flambéed Ferrari." Ten units have already gone up in flames.

Here is a video: Ferrari on fire! (More examples can also be found on YouTube.)

The cause of the spontaneous combustion is a special high-tech adhesive that secures a protective shield between the wheel arch cover and the engine compartment to protect the tires and body from the heat of the mid-engine. During extreme driving and high outside temperatures, the adhesive can evaporate and ignite. And just like that, €197,000.00 can go up in flames.

Now, the child in a man sometimes comes up with the stupidest ideas. Back in my youth, back in the blissful Carrera Universal 132 days, my cousin Frank and I once coated the cigar racing cars of the time with Pattex, lit them up, and raced them around the track. It smoked wonderfully. Of course, only in the garden; that would have been far too dangerous in the apartment. When I saw the pictures of the burning 458, I had an idea...

However, I immediately dismissed that crazy idea, because the new Carrera model is simply too valuable for that. The Carrera designers did an excellent job with the car; the proportions are perfect. The body is partially painted black on the inside so that the LEDs don't shine through (in the digital model). There's enough room in the chassis for lead fetishists, but the car handles perfectly even without lead. It doesn't throw you off track thanks to the very wide track and good grip. Personally, I like the yellow one better than the red one, although I agree with my colleagues: A racing version with war paint, this car would be a hit!

And finally, a word of caution, especially to the kids: don't do this with Pattex! It's too dangerous, and above all, it's a waste of time for the cars!

Carrera Evo / DIGITAL 132: BMW M3

Test report from CoMod Lotus on the Carrera Evo/D132 BMW M3 GT2 Rahal Letterman Racing "No.92" (27319 and 30512)

The magic of racing

In the early 1970s, BMW founded a company in Munich whose initials are sure to make any fan of the Bavarian automaker's mouth water: M-GmbH! "M" stands for motorsport, and M-GmbH has and always has produced plenty of it: legendary vehicles like the M535i, M1, M5, M635I, and, of course, the M3. First released in 1986 as a particularly powerful version of the respective production model, the current M3 is now the fourth version of the 3 Series line.

Carrera has the No.92 version with the German driver Dirk Müller ( www.dirk-mueller.com) was launched, the No. 90 is piloted by Joey Hand.

The car is very faithfully reproduced; comparing the online pictures with the original, there are no defects in the printing. The white color makes it look great on the track, and the lighting also comes across well; nothing shines through anywhere. Personally, I would have liked the rims to be a bit bigger.

The chassis is tidy, leaving room for any lead tuning. Removing the magnets is a bit of a hassle these days, so I decided not to bother.

The car handles smoothly, corners well, and can even be drifted thanks to the large angle of the steering keel. However, if you approach the K1 too sharply, it can tip over, probably due to the independently suspended front wheels. However, you have to approach the corner very aggressively; in "normal" operation, the car is very docile.

Some more information about the model:

From the very beginning, BMW fielded the M3 in motorsport. The first version, the E30, was a homologation model for the DTM (German Touring Car Championship) and remains the world's most successful touring car to this day. The current E92 M3 series has been in production since fall 2007, and the racing version debuted in the M3 ALMS in early 2008. At 1,150 kg, the racing version is around 430 kg lighter than the production car and, thanks to the integrated spoiler kit, is also significantly wider.

In the 2009 season, the M3 GT2 will be used by the RAHAL LETTERMAN TEAM from Ohio, USA, in the American Le Mans Series. One of the owners of the team is the well-known American television presenter and fanatical car enthusiast Jay Leno (see his website www.jaylenosgarage.com is always worth a visit).

CoMod Lotus

------------------------------------------------------------------------------------------

Test report from CoMod martinmm for the Carrera Evo/D132 BMW M3 GT2 Rahal Letterman Racing "No.92" (27319 and 30512)

My colleague Lotus has already covered the prototype car in detail. Therefore, I'll limit myself to the Carrera model.

Both test vehicles, the Evolution and the D132 version, are flawlessly built. The overall impression of the vehicle is very harmonious. Only a small compromise was made in the tire/rim sizes. The tires are a bit too thick compared to the original, but this benefits the race car by providing better damping.

The wheels sit just below the wheel arches, true to the original. Due to the independent suspension of the front wheels and the resulting play, they could almost drag in the wheel arches. This isn't the case with my vehicles – even though they're very tight.

For the test drive, I removed all the magnets.

The BMW immediately has good grip on the Carrera track. Sanding the rear wheels on the sanding board increases this grip even further. The car can be steered very controlled around corners, both large and small. With the appropriate driving experience, a tight 180° turn with a nice drift is also possible. Larger radii require a bit more finesse if you want to navigate them as quickly as possible. However, the excellent front axle guide keel adjustment and the large guide keel angle also forgive the occasional corner entered too quickly.

Overall, a car that's very docile and fast to drive out of the pit lane, even without additional traction. While the BMW has a slightly narrower track than the McLaren Mercedes, it can easily keep up with its excellent performance.

Those who are not concerned with absolute fidelity to the original can put together a very comparable mixed starting field with the McLaren Mercedes and the Audi R8 LMS, even in magnetless operation.

CoMod martinmm

Carrera Evo/D132: VW Scirocco GT24 24h Nürburgring 2009 "No.115

Carrera DIGITAL 124 Porsche GT3 RSR Team Felbermayr Proton 2009

Carrera DIGITAL 124/132 elektronischer Rundenzähler

Carrera DIGITAL 124/132 electronic lap counter

Carrera Evo/D132 Renault R28

Review by CoMod Carrera124 on the Carrera Evolution / DIGITAL 132 Renault R28 (27275 / 30456)

Everything is so colorful here!
Still advertised in the catalog as a Renault R27, the box lettering reveals the car to be a current Renault R28. Like the Ferrari F2007 and McLaren-Mercedes, the original Renault also features several delicate aerodynamic elements. These are, of course, also found on the model. Caution is advised in daily driving reports if these small parts are to be preserved undamaged.

The bright color scheme is, of course, a pleasant standout. The combination of white, yellow, and orange provides a welcome splash of color in the red-silver surroundings. Personally, I like the Renault's looks the best, even ahead of Ferrari, McLaren, and BMW-Sauber.

There's little to say about the chassis itself; I refer you to my review of the Ferrari F2007. Essentially, the chassis and individual modules are identical; only the outer contours and, where appropriate, the wheelbase have been adapted to the respective body shapes. This approach provides good conditions for as comparable handling characteristics as possible. The flat engine is used as the powerplant, and the keel unit is identical. Unlike the Ferrari, the Renault doesn't have wheel covers, but this is certainly not a disadvantage on a smaller scale.

The insights from the Ferrari test were immediately incorporated into the road test: the rear magnet was removed and the center magnet was adjusted with spacers. The handling was then very similar to the Ferrari F2007, although with slight advantages for the Renault. I attribute these slight differences to the usual tolerances of the motors, magnets, and tire grip. Generally speaking, the Renault R28 is also very quiet, smooth, and lively. However, fast cornering is, in the truest sense of the word, a bit easier than with the Ferrari.

Conclusion: The Renault R28 fits well into the F1 starting field. With Ferrari, McLaren, Renault, and Sauber-BMW, the four top teams of recent years are on the grid – providing a diverse color scheme on both the analog and digital tracks. The uniform technical concept largely ensures equal opportunities. For 2009, further rounding out the starting field with the same technical basis would be desirable, for example, a Red Bull F1 car with Sebastian Vettel or a Toyota.

CoMod Carrera124

--------------------------------------------------------

Test report by CoMod Lotus for the Carrera Evolution / DIGITAL 132 Renault R28 (27275 / 30456)

Back to the top with the R28?
On January 31, the new Renault R28 Formula 1 car was unveiled in Paris. It's Fernando Alonso's company car, which returns to the Renault team after one season. It features a Renault RS27 2.4 V8 engine under a carbon fiber hood mounted on a newly developed R28 chassis. The entire car, including driver, camera, and ballast, weighs 605 kg. But before this becomes a mere list of specs: Anyone wanting even more information about the original should visit the very informative and well-designed website of the ING Renault Formula 1 Team: www.ing-renaultf1.com

Let's get to the model: I'm honestly not a big fan of Formula 1 cars; as a collector of variants, I've had to buy too many. But: For me, the Renault, along with the Torro Rosso, is the most beautiful Formula 1 car! The original color scheme is superbly implemented on the model, especially the very fine printing. I'm always amazed at what's technically possible these days.
First, the entire car is disassembled; I've been doing this since my UNIVERSAL days. While there were always things to repair and derust on the UNI cars, thankfully that's no longer the case with the new ones. Due to its design, the Renault has a very narrow chassis, so the cables, connectors, and circuit boards are housed in a very tight space. Be careful when reassembling so that you don't pinch any of the cables in the body. If you pull the cables a little further forward, the guide keel also has a bit more slack. But be careful, as I said: it's very tight in there!

On the circuit, the Renault is very comfortable and quiet to drive. The French car corners well, slightly better than the BMW and McLaren, and comparable to the Ferrari. However, the differences in handling between the new Formula 1 cars are, in my opinion, marginal; the cars all handle very well and are therefore also very suitable for children.

The Renault R28 and its driver have proven that they're capable with their third-place finish in the 2008 season. Now it's up to us to prove how it performs on its home track: Let's go for it!

CoMod Lotus

Carrera DIGITAL 132: McLaren M20

Review by CoMod martinmm on the Carrera D132 McLaren M20 '72 Roy Woods Racing "No.73", '73 (30524) and Carrera D132 McLaren M20 '72 McLaren Cars 'No.5', '72 (30523)

With Briton David Hobbs at the wheel, the McLaren M20 achieved some notable results in 1973, including a 4th place at Road Atlanta and a 2nd place at Watkins Glen. The car was equipped with an 8-liter Chevrolet engine.

The vehicle was taken over by the McLaren team with which Peter Revson competed in the 1972 season.

From a normal viewing distance, the Carrera model makes a very harmonious impression. The cockpit, although very flat, still features the hint of the driver's legs, looks very true to the original. For my taste, however, it could have benefited from a few more printed details, especially on the mock-up engine. The huge intake funnels are very realistically reproduced, and the varying lengths and angles are true to the original and were designed to prevent the carburetors from sucking air away from each other. Overall, the high-gloss black paintwork is very cleanly executed – the white of the main sponsor and the starting number is completely opaque thanks to pad printing.

The "No. 5" was driven by Dany Hulme for the McLaren team in 1972. He achieved two victories with this car that season: at Mosport and Watkins Glen. However, he had little chance against the turbo engines of the Porsche 917/10.

The orange color is very well captured; overall, the vehicle gives a visually high-quality impression and is easily recognizable on the black Carrera track.

Not entirely historically accurate, but next to the blue Sunoco Porsche 917/30, it certainly makes a great picture on the track. It's almost reminiscent of the classic Universal base set with the orange Ferrari and the blue Porsche 908/3.

Technology
For space reasons, the vehicle is equipped with a narrower engine, similar to the one found in the KTM XBow. Naturally, the vehicle lacks any lighting, except for the exhaust light.

Front axle: independent suspension.
Weight: Body 20g, Chassis (without magnets) 60g

Driving test
I wipe my test track with a damp cloth before each new vehicle and then dry it. This way, I always have relatively identical/similar grip levels for comparing tires.

Only with a center magnet: the wide rear tires and the expected high level of grip weren't there – quite the opposite. It was very slippery, even compared to cars equipped with narrower tires, like the Scirocco. When I visually tested them on the surface plate, it quickly became apparent that only a small section of the wheels were touching the road. So I patiently sanded them on the sanding board until they were flat and fully in contact with the track. Then the result looked completely different! The small motor offers good torque and excellent braking power. Corners can be taken quickly – but with care, as the large rear spoiler adds a considerable amount of weight behind the rear axle, causing the rear to easily swerve.

The handling was similar without the additional magnets. With feeling and a little practice, you can handle it well. The McLaren is very light at the front, which causes the sliders to lift the car slightly. I solved this by cutting off the front ends of the sliders. The contact is still sufficient, and the car now sits even better in the slot. When operating without magnets, for optimization, you should
add some weight, e.g. in the form of lead.

The McLaren M20 is a very welcome addition to the car lineup. Visually, it's exemplary. For driving without magnets, significant handling improvements can be achieved with simple adjustments.

The 'Orwell Supersports Cup' series is held at various classic car events, such as Hockenheim or the Nürburgring. You can still experience these vehicles live there. The sound from the up to 10 liters of displacement is simply unique!

CoMod martinmm

---------------------------------------------------------------------------

Review by CoMod Lotus of the Carrera D132 McLaren M20 '72 Roy Woods Racing "No.73", '73 (30524)

Yes we Can-Am

'Oh my God!' you're probably thinking, does he have to parody the American president's platitude now? But honestly: I'm thrilled that Carrera is bringing out some of the '70s Canadian-American Challenge Cup (or Can-Am for short) cars. I've always found those door wedges absolutely fascinating. An amateur racer from our neighboring county drives two Can-Ams, among other cars! Whenever I drive past his dealership on my way to work, his Lola T222 and his McLaren M8F are in the window.

Before me now stands the newly released McLaren M20 from the "Roy Woods Racing" racing team. The car is better known under its sponsorship, Carling, a long-established Canadian brewery. While the M20, released in 1972 as the successor to the M8F, was never truly successful, as the McLarens, which had dominated the Can-Am series since 1967, were simply no longer able to cope with the dominance of the Porsche 917 "Panzers" from 1972 onward, with the black Carling Black Label, they at least had one of the most beautiful cars in the field.

The black racing car impresses at first glance: clean printing and a beautifully designed rear end with delicate chrome struts. The rear spoiler is best left uninstalled (it's just plugged in), and reinstalling it is a bit fiddly. What doesn't quite convince me visually is the high silver driver's seat, but technically, it was unfortunately impossible due to the circuit board underneath. The car handles well thanks to the wide track and tires. However, the tires could have a bit more grip. If you want to trim the car with lead, there's plenty of room in the sidepods.

As a special gimmick, the car has lights on, or rather in, the exhaust. The red lights are meant to simulate the McLaren's signature exhaust glow. It's a completely different experience for night racing.

Conclusion: A very successful racing car. And above all, it's true to scale in 1:32!

CoMod Lotus

Carrera D124 Ferrari GTO Targa Florio 1964

Carrera Evo/D132: BMW M3 GT Rahal Letterman Racing Team Nr. 90

Carrera Evo/D132: BMW M3 GT Rahal Letterman Racing Team No. 90

Carrera Evo/DIGITAL 132: BMW Z4 M Coupé Dörr Motorsport No. 169

Carrera D124 Bill Thomas Cheetah Vintage GT Challenge

Review by CoMod martinmm of the Carrera DIGITAL 124 Bill Thomas Cheetah Vintage GT Challenge (23744)

Chevrolet CEO Ed Cole enlisted renowned Corvette tuner Bill Thomas to develop and build a GT car that would rival the then-mighty Cobra. Together with Don Edmunds and Don Barth, Thomas soon created the first drafts of this vehicle. Equipped with a 550-hp Chevrolet small-block engine, the Cheetah weighed 500 kg less than the Cobra. In sprint races, the Cobra no longer stood a chance. Ralph Sayer reached top speeds of up to 346 km/h – with the small-block engine!

In circuit racing, however, things were quite different: due to the soft frame and the very low weight compared to the power, material problems quickly arose. In addition, the interior overheated so much due to the side exhaust pipes and the engine positioned so close to the driver that many drivers suffered fainting spells. This earned the Cheetah the nickname "the mobile grill." Due to a change in homologation by the FIA in 1964, which now stipulated the production of 1,000 vehicles in the GT class, Chevrolet cut off Thomas's funding, and he was thus no longer able to further develop the Cheetah. The Cheetah was now entered in other classes, where, despite its high performance, it stood no chance against the Chaparrals and Lolas. A fire in the factory in 1965 dashed Thomas's dreams of achieving the originally targeted number of 100 vehicles. Therefore, only three vehicles with aluminum bodies and approximately 13-20 with fiberglass bodies are known. Nevertheless, the Cheetah enjoyed great popularity!

The American slot car manufacturers COX and Strombecker produced this car in both 1:32 and 1:24 scale and had it in their product range for many years. Carrera was also planning to bring this car to market. A 1968 advertisement depicts it with a vacuum-formed body. The body is apparently based on the COX Cheetah. One reason why Carrera never brought this car to market could be that by the time the Carrera 124 was launched, the slot car boom in the USA was already in decline, and Carrera may have been targeting the American market with this car.

It is all the more pleasing to hold this vehicle in our hands now, over 40 years later, in outstanding optical quality from Carrera.

Technology:
The vehicle is equipped with the latest D124 chassis generation. The center and rear magnets are mounted on the chassis and can only be accessed by removing the body. The body is attached to the chassis with six screws, two of which are located under a flap at the rear. Both axles and the wheels all rotate very smoothly. This is probably also due to the new rim design. The rim now consists of a one-piece rim body and a rim insert. The body consists of three parts: the rear, the rear underbody, and the long front. The front/hood extends to the center of the vehicle. This design allows for various variants of the hood. The rear and front are firmly welded together from the inside.

Optics:
A dream come true for enthusiasts of this car! Perhaps this outstanding realization will also bring the car closer to slot racers who were previously unfamiliar with it or were afraid of the effort of buying it as an expensive, limited-production kit and building it themselves. The dividing lines of the doors, visually enhanced with a darker shade of red, are beautifully presented. The lack of a spare wheel in the rear of the interior is striking; this was a requirement of the current owner, Mr. Boyce.

Driving operation:
In their original condition, with their full magnet load, they run like they're on rails. There's hardly any room between cornering at the limit and flying off the ground. Despite the huge diameter of the rear wheels, the vehicle is very powerful.

Without magnets: the lack of tire grip becomes noticeable. The car drifts heavily in corners. Acceleration is also poor. This can be remedied by surface grinding the rear wheels. All you need is a sanding pad and patience. Once again, operation with the two outer center magnets proved to be very effective. This gives the car good grip without appearing magnetized. It can be drifted in corners in a controlled manner, with a very wide acceleration limit. The large rudder angle makes it almost impossible to get it off track. On the large club track, the little Cheetah also reaches an enormous top speed. This setup is a perfect match for the Corvette GS.

The logical addition to the Cheetah in the Carrera program for 2012 would be the Cobra.

CoMod Martinmm

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

Review by CoMod Carrera124 for the Carrera DIGITAL 124 Bill Thomas Cheetah Vintage GT Challenge (23744)

Technical data:
Weight (complete vehicle with magnets): 210 grams
Weight (body): 50 grams
Length including spoiler: 157 mm
Wheelbase: 95 mm
Track width (front axle): 70 mm
Track width (rear axle): 82 mm

Overview of the design and country variants:
The red version is currently in delivery and also in the basic package Carrera DIGITAL 124 Titans of Racing included. The silver version will be released later and will only be available as a standalone vehicle.

Story:
In the 1960s, things were wild on the racetracks of the world: Cobras, Jaguars, and even Bill Thomas' Cheetah swept across the racetracks. And although its racing success was limited, there were many slot car manufacturers at the time that included this car in their range, both in 1:24 and 1:32 scale. Sometimes a spectacular appearance was enough to make a lasting impression. At the end of the 1960s, Carrera also considered producing a 1:24 scale Cheetah. There was even a corresponding deep-drawn body mold (source: "Carrera 160 - 132 Universal - 124 - Jet", mekCar-Verlag, page 44). Ultimately, however, the model did not go into series production, presumably due to the numerous models from competitors.

Barely 40 years later, this gap has now been closed: the Carrera Cheetah in 1:24 scale has become a reality.

Optics:
The body appears to be an aggressive powerhouse. It feels almost as wide as it is long. The overhangs at the front and rear are very narrow, so overall, the body isn't stretched over the mechanicals more than necessary. But as small as the body is, its shape is just as complex: Due to various undercuts, the body is assembled from several components that are bolted together with struts. While this increases the weight, it results in a body that is just as stable as you'd expect from a Carrera. The attention to detail is also excellent: the chrome-plated air cleaner cover is a real eye-catcher, and the rims also look impressive.

However, separating the body from the chassis requires a trick: the four body screws on the underside of the chassis are quickly located and unscrewed. At the rear, behind the rectangular cover, however, there are two more screws that also need to be removed. Only once this hurdle has been overcome does the chassis reveal itself.

Chassis:
Just like with the Porsche 911 GT3 RSR, we come to the interesting part here: the new 2010 chassis generation. In principle, the revisions are similar to those of the smaller 1:32 scale model during the transition from the 2007 to the 2009 chassis generation. Retaining the tried and tested, removing the superfluous. The result is a relatively straightforward chassis. Compared to the Porsche 911 GT3 RSR, there are a few further improvements. In detail:

- 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 to the road surface at all times. On the Cheetah, the swing arm is slightly shorter than previously known due to the smaller installation space and wheelbase.

- 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 car.

- The center magnets are inserted from the inside, and the corresponding bracket is conveniently bolted to the engine mount. This saves screws and weight. Unlike the Porsche 911 GT3 RSR, however, the chassis here is completely closed at the bottom.

- 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 also embedded in the chassis from the inside. It's held in place by a spacer from the engine. I also like this solution better than the one on the Porsche 911 GT3 RSR.

- 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):
There's nothing spectacular to report here. The magnets' holding power is high, and drifts at the limit are practically nonexistent. Anyone who enjoys driving their vehicles with magnets shouldn't have any complaints about the handling.

Driving test (without magnets):
Removing the rear magnet is easy: remove the engine and transmission block, briefly turn the chassis over, and you're done. Removing the center magnets, however, is a bit more fiddly, but this isn't due to the new chassis concept. Rather, it's the Cheetah's short wheelbase that causes the digital circuit board to partially cover the magnets. Therefore, you should also loosen the digital circuit board slightly, then the center magnets can be easily removed (Note: for example, in the streamlined Maserati, removing the center magnets is much easier due to the longer wheelbase). Once you've completed this procedure, nothing stands in the way of your drive. And just like with the Porsche 911 GT3 RSR, the new chassis concept shows its best side here too. Solid roadholding, stable cornering, good acceleration. If desired, almost any drift angle can be achieved in the corners. It takes a lot of intent to throw the car out of the corner. Due to its short wheelbase, I think the Cheetah is more suitable for smaller courses, where you can take full advantage of its maneuverability.

Conclusion:
I'll be honest: slot cars based on the '60s usually leave me cold. The Cheetah is no different, but the new chassis concept gives the car surprisingly good performance.

CoMod Carrera124

Carrera D124 Ford GT40 Mk. II No. 2, 1966

Carrera D124 Maserati 4CL-1500 'No.38', Tripoli 1939

Test report by CoMod Lotus for the Carrera DIGITAL 124 Maserati 4CL-1500 'No.38', Tripoli 1939 (23749)

What do you write about a car you have no information about?

Two pictures online; that's all I could find about the Maserati 4CL 1500 Streamline. One from the front, one from the back. Also, the information that the car started the 1939 Tripoli Grand Prix and, with Luigi "Gigi" Villoresi at the wheel, was in the lead, but then retired due to engine problems. Incidentally, the same happened with two of the three other Maserati 4CLs that started (though these didn't have streamlined bodies).

There was probably only one race with this body, and the car was probably rebodied immediately after the race. Now, of course, one could spend a long time with a general report on the streamlined cars of the 1930s and the dominance of the racing cars from Auto Union and Mercedes. But I'll spare you that and refer you to the excellent report by CoMod Jörg on the two Silver Arrows mentioned above. The history of pre-war motorsport couldn't be summarized any better.

So let’s write a few words about the model itself.

The Maserati is the third model in the streamlined series and complements the two aforementioned German models in every respect. The car is visually very well executed, as far as one can judge from the sparse images. The only difference, in my opinion, is that the driver sits a bit high.

The wheel covers are also removable, but have a different locking system than the silver ones. What I particularly like are the prototypical treaded tires. The '38' has the new 124-inch chassis with internal magnets (which can be easily removed if necessary), the new swing arm with the wider pivot angle, and the fully enclosed chassis.

The vehicle weighs 179g including magnets. The weight is well distributed, allowing for very smooth driving. However, you should be aware that the streamlined Italian car handles quite differently than, for example, the new Porsche 911. The Zuffenhausen-based car practically sticks to the track, while the 4CL requires a bit more effort to drive. But that's exactly what makes this car so much fun!

Even though the 4CL never won a pre-war race against Mercedes and Auto Union in real life, it is a worthy opponent on the Carrera track!

CoMod Lotus

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

Review by CoMod martinmm of the Carrera DIGITAL 124 Maserati 4CL-1500 'No.38', Tripoli 1939 (23749)

For the fast Tripoli race track, Maserati had fitted a 4CL from the 1.5-liter Voiturettes category with a streamlined body. The race was also announced for smaller cars at short notice in 1939. Luigi Villoresi was at the wheel, and he reached a top speed of 170 mph with this car. However, the Maserati did not make it to the finish line due to a broken piston. High-speed tests were also conducted with the Maserati on the motorway near Florence.

Technology:
The vehicle features an identical new chassis design to the two silver streamlined vehicles. The track width is almost the same, and the wheelbase is slightly longer.

Optics:
The otherwise very petite 1.5-liter Maserati 4CL appears quite large due to its distinctive, streamlined body, but it is actually quite a bit smaller than the Mercedes W125 or the Auto Union. The narrow wheels are almost the size of bicycle tires. The driver's head is very finely crafted with a leather cap. Overall, the driver appears somewhat undersized. If you remove the front wheel covers,
This creates a very different visual impression of the car, which I personally like better.

Driving operation:
Driving with the full magnet load is almost identical to the two silver streamliners. The Maserati is even a bit more agile, which is probably due to its 30g lower weight. For a direct comparison, I removed the rear magnet and the middle of the three center magnets and added an additional 10g of weight behind the swing arm. Despite the thin tires, the car has surprisingly good grip and can be driven very quickly around both small and large corners.

A very exotic vehicle that has only been used in a race in this form once. It looks great in a display case, although its superb handling naturally means it belongs on the track.

CoMod martinmm

Carrera Evo/D132 Ferrari F2007

Review by CoMod Carrera124 on the Carrera Evolution / DIGITAL 132 Ferrari F2007 (27244 / 30438)

The current world champion car!
The 2007 Formula 1 season marked the beginning of a new era: After winning two world championship titles with Renault, Fernando Alonso switched to McLaren-Mercedes and brought with him the number 1 car. The reigning world champion team Renault therefore had to make do with starting numbers 3 and 4, and starting numbers 5 and 6 went to the Ferrari team. There, Kimi Raikkonen took over from Michael Schumacher and started off with an opening victory at the Australian Grand Prix. Throughout the season, he fought close duels with double world champion Fernando Alonso and newcomer Lewis Hamilton. Before the season finale in Brazil, however, he mathematically had only the slimmest chance of winning the title - Hamilton and Alonso's starting positions were far more favorable. Thanks to a spectacular race, however, Raikkonen was ultimately able to clinch his first world championship title.

The 2007 World Champion car, in 1/32 scale, is now on the test track. Like its full-size counterpart, the slot car features numerous intricate wings and air deflectors. Not all of these add-on parts will likely survive the rigors of racing unscathed, but this is certainly true to the original. The rear spoiler is firmly attached to the body, and the front spoiler is removable as usual. The body itself is molded in several parts due to its pronounced sidecut, with the driver's figure suggested as a bust. The paintwork and printing are flawless.

Worth mentioning are the wheel covers, which add a certain something to the look: on the rear axle, they are simply clipped into the rims, while at the front they are fixed, allowing the wheels to rotate independently. The chassis elements are based on the KTM X-Bow: here, too, the familiar E200 engine is not used, but rather a more compact powerplant. For simplicity's sake, I'll call this drivetrain a "flat engine," and it's also familiar from the 2006 F1 cars (Ferrari F2005, Red Bull RB1, Toro Rosso, etc.). Subjectively, this powerplant seems to be geared more towards speed than torque; its characteristics are noticeably different from the E200. The removable engine-transmission unit is also present and appears to be identical to the KTM X-Bow.

The analog and digital versions of the vehicle differ only in the circuit board installed; a corresponding retrofit decoder is announced under the number 26740. It's worth noting, however, that the cables are soldered instead of plugged in. There simply isn't enough space underneath the cockpit for the plug connections, so the retrofit decoders will also have to be soldered.

Let's get to the road test: with both magnets engaged, the car drives as expected, literally like it's on rails. No limits, no drifts. You either go straight through the corner or you fly off. What's striking is the extremely smooth running of the engine and transmission, and the noise level generated by the car is relatively low.

In the next step, I removed the rear magnet and set the center magnet to the highest possible ground clearance. The driving experience, however, wasn't particularly encouraging – the car rarely flew off course, but mostly slid around the track with only limited grip. The next attempt was to reattach the previously removed spacer plate under the center magnet. This made the handling more harmonious, but it still poses challenges for the driver. This doesn't mean that the car often loses control; quite the opposite: the F2007 handles all corners very smoothly, with no sudden launches, etc. occurring. However, to really negotiate corners cleanly and quickly, it requires concentration and some practice, as is the case with more strongly magnetized vehicles. Generally speaking, it must be said that even many hardcore magnetless slotters drive their Formula cars with magnets, because these vehicle types, regardless of manufacturer, offer very little space for trim weights. However, the handling with magnets is undoubtedly true to the original, that much can be said. To fully exploit this car's speed, I recommend using it on slightly larger tracks. However, shoulders are not absolutely necessary.

Visually, the car is certainly a success, and a world champion Ferrari will certainly find plenty of buyers. In this respect, the F2007 is a worthy successor to the F2002 and F2005 and continues the tradition of Ferrari Formula 1 cars from Carrera.

CoMod Carrera124

2 archive entry (missing)

Review by CoMod Lotus on the KTM X-Bow
(analog 27248)

The love-hate relationship…
There are racetrack cars (or slot cars in modern parlance) that you would never buy. You see pictures of the real thing, and you just don't like the vehicle. Too weird, too ugly, too unusual. The X-Bow is one such vehicle. I just find it ugly. You could give me the real thing as a gift, and I wouldn't want it.

The original was first presented at the Geneva Motor Show in 2007. Initially limited to 100 units (and already completely sold out), the X-Bow is a no-compromise vehicle. Audi four-cylinder turbo engines from 220 to 260 hp, a carbon monocoque, and a Brembo brake system. You won't find any useless child's playthings like air conditioning, a radio, etc. But the X-Bow simply has a very distinctive look. And that's precisely why I would never buy one. For me, a sports car is also about design.

And now I'm supposed to test it as a slot car. Okay, admittedly, the body is excellent and absolutely true to the original. And the matte black and orange combination just works. The sparse printing is cleanly executed, and the body overall makes a very sturdy impression, making it suitable for children's hands. The rims with the treaded tires are very nice.

Let's get to the technical details: The car weighs 86g, making it one of Carrera's lightest cars. The distance between the guide keel and the rear axle is, in my opinion, perfectly implemented. The guide keel is too stiff for my taste; in such cases, I remove the guide keel spring, but this, of course, doesn't reset the keel. The double sliding contactors have proven themselves at Carrera and are easy to replace. The interchangeable rear axle unit isn't to everyone's taste, but it makes replacing the axle much easier. Loosen two screws, fold out the entire unit, unclip the axle, and the new parts can be installed.

Anyone who wants to completely disassemble the car will first have to remove the axle unit; the screw for the base plate is located under the rear axle. Due to its design, the chassis itself is very tight. Therefore, you should be careful not to pinch any cables during reassembly.

Let's move on to the handling: Despite the very narrow tires, the KTM sits like a board on the track. The tires have very good grip, and even with a magnet, it's almost impossible to throw it off course. The car handles like a go-kart; it's almost impossible to take off. But if you remove the rear magnet, things get really fun. Drifting until you (lately) take off—this thing is simply fun.

Conclusion : For me, this is the vehicle with the highest play and fun factor that Carrera currently has in its range, suitable for fathers and sons alike. If only it weren't so ugly... :-)
CoMod Lotus
-----------------------------------------------------------------------

Review by CoMod JoergW on the KTM X-Bow
(analog 27248)

1. Optics:
The orange-and-black flat-bottomed car's trim is clearly visible, even though the name 'Speedster' has already been used elsewhere. No superfluous parts that would even remotely dilute the pure driving pleasure have been installed on this vehicle. This orange sports car could even make it to the finals, purely on aesthetic grounds. The car is polarizing. You either like it or you don't, I do.
For about 1/100 of the full-price price, the car racing enthusiast can enjoy it on their own track—not just the visual pleasure, but also the driving experience. One 'advantage' of slot racing becomes particularly clear here: you're not sitting in the car and getting back problems, but can relax and aim for the lap record on your home track.

2. Technology
Here, proven technology is combined with the new rear axle removal option. In the case of the KTM X-Bow, however, it's important to note that the rear magnet must first be removed; underneath is the screw for releasing the rear axle. Once the chassis is disassembled, reassembly should be carried out carefully to avoid pinching any cables. The vehicle is not equipped with lights, which may be due to the rather tight space.

3. Processing
The vehicle is detailed, but not too delicate, making it suitable for children's hands, once dad lets go.

4. Driving behavior
The orange and black X-Bow, weighing just 88 g, is the lightweight in the starting field and can certainly be optimized. Personally, however, I'd consider the modifications too radical. The narrow tires offer very good grip, only slightly less than the Golf GTi. The treaded version looks very appealing. Since the tire material used appears to be the same as in the Golf, the reason for the slight difference could be found in the tire width and the general differences in the vehicle construction. With both magnets, the X-Bow is perfectly easy to maneuver around the track, even for beginners, but it's only truly fun with the center magnet. Drifting fun until the limiter kicks in. Definitely a fun car that can be driven quickly even on twisty home tracks with a high proportion of Turn 1!

5. Miscellaneous
A fundamentally well-suited selection of vehicles to complement the 1:32 scale range. The orange and white versions look almost like teams competing in an international match between neighboring nations. Two more bold, highly visible colors could be added next year to increase the starting field. However, if Carrera were to release a kit with two or three differently colored interchangeable upper sections or bodyshells in the Club... then yes, there would be possibilities. That would really be a different idea for a 'limited' 1:32 scale.

CoMod JoergW

Carrera DIGITAL 132 Red Bull RB7 Sebastian Vettel, No. 1

Carrera Evo/D132: Ferrari 599XX Geneva Motorshow und Homestead 2010

Carrera Evo/D132: Ferrari 599XX Geneva Motor Show and Homestead 2010

Test report by CoMod joergW on the Carrera Evo/DIGITAL 132: Ferrari 599XX 'As seen at Geneva Motorshow" and Ferrari 599XX 'Homestead 2010'
(27335, 27336/30532, 30533)

With the Ferrari 599XX, Ferrari launched a weight-reduced racing version of the twelve-cylinder 599 model, which was released in 2006 as the successor to the Ferrari 575, in 2009. It was limited to 30 units and cost more than a million dollars. It produced 537 kW (730 hp) at 9000 rpm.

To demonstrate the potential of the Ferrari 599XX, with its Active Flow system for electronically fine-tuning air resistance and aerodynamic underbody structure, the Italians raced the sports car around the Nürburgring Nordschleife. The clock stopped after a record time of 6 minutes, 58.16.

I'm curious to see when and where I'll get to see a car like this in person!

Optics:
The two models, in dark blue and a vibrant red, appear true to the original. The printing and paintwork are clean and richly detailed. As far as I know, the cars haven't yet competed in any real racing series, but on the Carrera track, their understated racing look makes them easy to use in GT races, in the 1:32 endurance cup series, or in direct duels with the McLaren GT. One shouldn't be more Catholic than the Pope, because anything goes if it's pleasing and works together harmoniously. The red 'outer packaging' with the Ferrari logo is a nice touch and immediately sets the Ferrari apart from the crowd of other cars.

Technology:
The light appears quite bright and barely shines through from the sides. Otherwise, the extended rudder angle, which also has a positive effect on drifting behavior in this car, has been standard for some time. The tires have sufficient grip; a quick grind and cornering is recommended, as always.

Processing:
The wheels sit snugly in the wheel arches. The axles and rims rotate smoothly and smoothly. There's enough room in the chassis to accommodate rolled lead pieces. The A-pillar of one vehicle was slightly out of alignment, but it was easily pushed into place because the upper parts of the body aren't cast in one piece with the sides and front end.

Driving behavior:
The handling is smooth and balanced. There are no noticeable ups or downs, allowing the vehicle to be driven quickly and safely.

Carrera D132: Audi A4 DTM 2008 Audi Sport Team Abt "T. Scheider

Carrera DIGITAL 124/132 Driver Display

Test report by CoMod JoergW on the Carrera DIGITAL 124/132 Driver Display
(Art. No. 30353)

First of all, every vehicle should have its own driver display, otherwise
you cannot use the functions sensibly.

Five green double LEDs and two red double LEDs not only add a showy touch, but also allow you to plan your refueling stop well in advance and execute it with precision. If you also keep track early, you might just need a splash-and-go to win. Jump in, briefly press the switch button, 1-2 green segments, and if you make it to the finish line, you've done everything right!

The driver display allows you to display up to 10 pit stops, which could certainly be incorporated into the race regulations. To do this, you need to test how many laps you can complete without refueling, convert that to the race distance, and specify one or two more refueling stops! And then you have to look and think, not just be fast.

CoMod Joerg

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

Review by CoMod Carrera124 on the Carrera DIGITAL 124/132 Driver Display
(Art. No. 30353)

The Driver Display has the following displays:

the number of refueling stops made (up to 10)
the tank contents (in 7 segments)
the position of the vehicle in the race

Control elements, however, are hardly necessary; only a small push button allows you to set the address of the corresponding vehicle on each driver display. This assignment remains even when the control unit is turned off.

Important: If you don't set the vehicle's fuel level to the maximum via the control unit, all segments on the Driver Display will always light up at the start of the race. However, fuel consumption will be higher! This means the display will approach the "reserve" level correspondingly faster.

If the fuel function is not used, the fuel gauge acts as a kind of "tachometer", i.e. it shows the current position of the hand controller.
However, each vehicle requires its own display. The integration of the display into the verge is visually very successful.

It's also not absolutely necessary to install the driver displays near the control unit. The displays are sufficiently large and bright, so they can also be easily mounted on the back straight.

CoMod Carrera124

Carrera D132/Evo NASCAR Chevrolet Impala Stewart Haas Racing

Carrera D132 Peugeot 908 HDI FAP "Sebring 12h 2008

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

Carrera DIGITAL 124/132 verge stripes

Carrera D124 Ferrari 330 P3/4 Le Mans 1967 "No. 22

Carrera DIGITAL 124: Chevrolet Corvette Grand Sport Sebring 12h 1964

Carrera D124: Ford GT40 MkII Sebring 1966 "No.2

Carrera DIGITAL 124 Chevrolet Corvette C6R

Test report by CoMod martinmm for the Carrera DIGITAL 124 Chevrolet Corvette C6R PSI Experience LM 2007 (23720)

The PSI Experience Team finished 12th in the GT1 class at the 2007 Le Mans 24 Hours with their Corvette – 28th overall. This Corvette is the second version of the Carrera Digital 124 product line. Overall, the 1:24 scale model is the fourth racing version based on the real thing. This allows for a visually interesting starting field. The two Carrera Exclusiv vehicles feature identical technology and can therefore be easily retrofitted with the digital decoder.

Appearance and workmanship
The print quality is top-notch. Bright, colorful, and opaque printing on a matte black surface isn't entirely without its challenges, but it's truly well executed here. In particular, even the smallest details, such as the windshield rivets and the helmet and overalls prints, are executed with absolute precision. In the delivered state, the only thing that's a little off-putting is the high-legged front end. However, after removing the spring above the front axle, things look considerably better.

Technology
The Corvette features the latest standard technology. However, at just under 250g, it's not exactly lightweight. This is noticeable on shorter tracks with tight corners.

Driving behavior
Driving test without a magnet at 18 volts on a Carrera Club track: the tires still don't have good grip even after grinding. The car slides heavily, especially in tight corners and when accelerating. Things improve significantly with ground Carrera tuning tires. The grip is very pleasant, allowing for controlled drifts and fast cornering. The 10/50 gear ratio is too short on long straights – the engine completely dies. Test with a 12/48 gear ratio: acceleration and braking are still good despite the vehicle's high weight, but the top speed on long straights is considerably higher. This is a good and simple setup for Carrera Club tracks.

Conclusion
In the combination of tuning tires and 12:48 gear ratio, without magnets, this is a vehicle that is well suited as a club car for an ootB racing series without major optimizations.

CoMod martinmm

Carrera Evo/D132 AMG Mercedes C-Klasse 2007

Carrera Evo/D132 AMG Mercedes C-Class 2007

Test report by CoMod JoergW on the Carrera Evo/D132 AMG Mercedes C-Class 2007 vehicles
(27234, 27235, 27236, 30432 and 30433)

The DTM weekend is over... You think the season is over? Well, the real one is, but the Carrera season has just begun, both analog and digital. I had a test drive with the digital and analog versions of the Mercedes and Audi last weekend and would like to write down my impressions of the Mercedes cars for the club.

Optics:
I was simply astounded here, especially the chrome-colored Schneider Mercedes shows what's possible. The printing and body details are very accurate and cleanly executed. I couldn't really find any weaknesses in any of the vehicles. Even the often rather critical white print covers very well. All vehicles are faithfully executed, no question. Otherwise, the vehicle manufacturers probably wouldn't issue any approvals today... the "wild 90s" are over, at least for one or two manufacturers ;-)

Technology:
Nothing new, really. The swivel range of the keel is okay, and the return spring isn't too strong.

Processing:
The delicate mirrors are quite tight, but can be removed easily (which I would highly recommend for racing). The race suitability of the small additional spoilers, especially in the rear and side areas, remains to be seen. Even in the real DTM, there's a lot of "colorful plastic" on the tracks... it certainly won't be that bad in the 1:32 scale model racing range, but that's also the price to pay for the very high level of detail we strive for.

Driving behavior:
The Mercedes drive very well in all configurations, but without any magnets and without trimming with lead, etc., the tire weaknesses become noticeable. This should definitely be improved; tuning tires would be a viable option here as well. Otherwise, I'd grind and test them, but I haven't gotten around to it yet (my grinder needs a new V-belt). With all magnets, or at least with the center magnet, the DTM Mercedes drives quickly and safely. The "average buyer" will find vehicles here whose performance will provide them with long-lasting enjoyment. The Audis were a bit faster, at least on my home track.

Conclusion:
These vehicles will certainly have a wide range of applications in Europe and especially in Germany.
It should appeal to a wider audience and be economically viable. I'm only referring to the sales figures themselves... I don't know what the additional costs for sponsors and vehicle manufacturers are. I would also like to see this series in 1:24 scale...at least in the club, I'm sure I'm not alone in this wish.

CoMod JoergW

------------------------------------------------------------------------

Review by CoMod Lotus on the Carrera Evo/D132 AMG Mercedes C-Class 2007 vehicles
(27234, 27235, 27236, 30432 and 30433)

This was actually supposed to be a general club report on the new C-Class DTM Mercedes from Carrera, but then I decided to pick the ORIGINAL-TEILE Benz from veteran Bernd Schneider because I like the car so much. Sure, Jamie Green's SALZGITTER and Gary Paffett's STERN are also pretty good and look great on the track thanks to their bright colors alone, but I think the paint job on BERND SCHNEIDER'S ORIGINAL-TEILE is simply brilliant. The printing on the hood demonstrates once again how high the bar is set today in model making. What Ninco started a few years ago is now state of the art; Carrera accepted the challenge back then and, over the years, has raised the bar even higher.

The car in which the 44-year-old from Saarland won the Nürburgring race in 2008 and finished fifth overall in the drivers' standings is visually the 2008 version, but the bodywork is the 2007 model of the AMG Mercedes. Just like the Audi, the Benzes come with a number of small additional spoilers. Whether they survive the occasional crash remains to be seen; in any case, it's advisable to remove the attached mirrors and possibly also the rear spoiler beforehand to avoid these parts becoming victims of the competition (and subsequently the vacuum cleaner).

The chassis is our old favorite with the removable axle unit. Some body parts are attached to the chassis; to disassemble the car, you need to loosen the central screw at the rear and two more at the front. Then carefully detach the body from the rest of the vehicle. Reassembly is the same, but first thread the front section in place because of the front light board.

In terms of driving technique, the old DTM cars were already among the best Carrera had to offer, and the current cars are also among the best in my opinion. The wide tires give the Swabian car good roadholding, and thanks to the center magnets, it remains easy to control even for beginners and inexperienced drivers. All in all, a car that's really fun to drive!

CoMod Lotus

Carrera D132/Evo Mercedes-Benz SLS AMG GT3

Test report by CoMod Slotus for the Carrera DIGITAL 132 Mercedes-Benz SLS AMG GT3, Team Black Falcon, VLN 2011, "No. 2" and Mercedes-Benz SLS AMG GT3, HEICO Motorsport, ADAC GT Masters 2011 (Art. Nos. 30551/27381 and 30552/27382)

It's well known that I'm a fan of the gullwing SLS; you only have to read my report on the production car to see that. What I see on my desk right now is even more appealing to me: the GT3 racing version of the luxury racer from Mercedes-Benz!!!

That's exactly what I always want for the racetrack: a real racing car. Nothing against supercars, they belong in a slot car manufacturer's product range too, but what we really want is a real race car in bright colors, with lots of cool sponsor stickers and a starting number. ;-) And the Black Falcon is exactly that kind of race car!

I'll write something about the team later, but first some information about the model:
The SLS's performance is essentially the same as the production car. Its responsiveness and acceleration are excellent. Thanks to its long wheelbase and wide axles, it also corners very well. The silver, black, and red color combination has become a Mercedes classic and looks truly impressive on the track. The workmanship and paintwork are flawless; the car is faithfully reproduced. You can find several pictures of the Mercedes online. For those interested, the car represents the version used in the opening race of the 2011 VLN season on the Nordschleife (incidentally, two of the three SLS cars used finished third and fourth).

Here are some details about the BLACK FALCON team:
The Kelberg-based company 'Black Falcon GmbH & CoKG' is an international motorsport company and operates as an event service provider and sports marketing agency in motorsport. The 'Black Falcon' team fields its vehicles in the VLN Endurance Championship Nürburgring. 'BF' is one of the so-called Mercedes-AMG Customer Sport teams, which compete in the endurance championship with near-production SLS GT3s. They have been extremely successful in previous years: BLACK FALCON was the championship team in the 2008 and 2009 seasons, and in 2010, the overall VLN victory was achieved with the SLS AMG GT3. And in 2011, drivers Carsten Knechtges (Mayen), Manuel Metzger (Rickenbach-Hütten), and Tim Scheerbarth (Dormagen) once again won the championship title.

If you want to see more (results, pictures, videos, etc.), we recommend the excellent BLACK FALCON website: www.black-falcon.de

CoMod Slotus

Our exclusive

Vehicle reports

Carrera DIGITAL 124/132 adapter unit

Carrera DIGITAL 124/132 adapter unit

Carrera DIGITAL 132/Evolution - the new WRC editions from Carrera

Carrera DIGITAL 132/Evolution - the new WRC editions from Carrera

Carrera D132/Evo AMG Mercedes C-DTM 2007

Carrera D132/Evo AMG Mercedes C-DTM 2007

Carrera D132/Evo Porsche GT3, RSR Manthey Racing

Carrera D132/Evo Porsche GT3, RSR Manthey Racing

Carrera Evo/D132 Morgan Plus 8

Carrera Evo/D132 Morgan Plus 8

Carrera D124 Ferrari 599XX

Carrera D124 Ferrari 599XX

Carrera DIGITAL124: Aston Martin DBR 9 'Aston Martin Racing 2007'

Carrera DIGITAL124: Aston Martin DBR 9 'Aston Martin Racing 2007'

Carrera Evo: Nissan Nissan GT-R Calsonic Team Impul No. 12

Carrera Evo: Nissan Nissan GT-R Calsonic Team Impul No. 12

Carrera DIGITAL 124/132 Control Unit

Carrera DIGITAL 124/132 Control Unit

Carrera D132/Evo Audi A4 DTM 2008 "O. Jarvis

Carrera D132/Evo Audi A4 DTM 2008 "O. Jarvis

Carrera Evo/DIGITAL 132: Ferrari F10 "Fernando Alonso

Carrera Evo/DIGITAL 132: Ferrari F10 "Fernando Alonso

Carrera Evolution KTM X-Bow

Carrera Evolution KTM X-Bow

Carrera DIGITAL 124 Chevrolet Corvette Grand Sport '64

Carrera DIGITAL 124 Chevrolet Corvette Grand Sport '64

Carrera D132/Evo Porsche 917/30 'No.48'

Carrera D132/Evo Porsche 917/30 'No.48'

Carrera Evo / DIGITAL 132: Opel GT Steinmetz "Tuner 1

Carrera Evo / DIGITAL 132: Opel GT Steinmetz "Tuner 1

Carrera Evo / DIGITAL 132: Audi R8 LMS

Carrera Evo / DIGITAL 132: Audi R8 LMS

Carrera D124 Auto Union Type C 'No.33', AVUS 1937

Carrera D124 Auto Union Type C 'No.33', AVUS 1937

Carrera DIGITAL 124 Ferrari 575 GTC Rock Media Motors, GT Italy 2006

Carrera DIGITAL 124 Ferrari 575 GTC Rock Media Motors, GT Italy 2006

Carrera Evo/DIGITAL 132: Porsche 917/30 Sunoco Porsche Audi No.6 '73

Carrera Evo/DIGITAL 132: Porsche 917/30 Sunoco Porsche Audi No.6 '73

Carrera D124 Porsche GT3 RSR Blackswan Racing, test 2010

Carrera D124 Porsche GT3 RSR Blackswan Racing, test 2010

Carrera DIGITAL 124/132 Position Tower

Carrera DIGITAL 124/132 Position Tower

Carrera D132 Ferrari 458 Italia (red & yellow)

Carrera D132 Ferrari 458 Italia (red & yellow)

Carrera Evo / DIGITAL 132: BMW M3

Carrera Evo / DIGITAL 132: BMW M3

Carrera Evo/D132: VW Scirocco GT24 24h Nürburgring 2009 "No.115

Carrera Evo/D132: VW Scirocco GT24 24h Nürburgring 2009 "No.115

Carrera DIGITAL 124 Porsche GT3 RSR Team Felbermayr Proton 2009

Carrera DIGITAL 124 Porsche GT3 RSR Team Felbermayr Proton 2009

Carrera DIGITAL 124/132 electronic lap counter

Carrera DIGITAL 124/132 electronic lap counter

Carrera Evo/D132 Renault R28

Carrera Evo/D132 Renault R28

Carrera DIGITAL 132: McLaren M20

Carrera DIGITAL 132: McLaren M20

Carrera D124 Ferrari GTO Targa Florio 1964

Carrera D124 Ferrari GTO Targa Florio 1964

Carrera Evo/D132: BMW M3 GT Rahal Letterman Racing Team No. 90

Carrera Evo/D132: BMW M3 GT Rahal Letterman Racing Team No. 90

Carrera Evo/DIGITAL 132: BMW Z4 M Coupé Dörr Motorsport No. 169

Carrera Evo/DIGITAL 132: BMW Z4 M Coupé Dörr Motorsport No. 169

Carrera D124 Bill Thomas Cheetah Vintage GT Challenge

Carrera D124 Bill Thomas Cheetah Vintage GT Challenge

Carrera D124 Ford GT40 Mk. II No. 2, 1966

Carrera D124 Ford GT40 Mk. II No. 2, 1966

Carrera D124 Maserati 4CL-1500 'No.38', Tripoli 1939

Carrera D124 Maserati 4CL-1500 'No.38', Tripoli 1939

Carrera Evo/D132 Ferrari F2007

Carrera Evo/D132 Ferrari F2007

2 archive entry (missing)

2 archive entry (missing)

Carrera DIGITAL 132 Red Bull RB7 Sebastian Vettel, No. 1

Carrera DIGITAL 132 Red Bull RB7 Sebastian Vettel, No. 1

Carrera Evo/D132: Ferrari 599XX Geneva Motor Show and Homestead 2010

Carrera Evo/D132: Ferrari 599XX Geneva Motor Show and Homestead 2010

Carrera D132: Audi A4 DTM 2008 Audi Sport Team Abt "T. Scheider

Carrera D132: Audi A4 DTM 2008 Audi Sport Team Abt "T. Scheider