Vehicle reports

Carrera Evo/D132 Porsche 911 white

Carrera Evo/D132 Opel Manta A

Review by CoMod Chris on the Opel Manta A “Tuner”
(analog 27232 and digital 30431)

The Manta – books have been written about this vehicle, films have been made, and countless jokes have been made. Above all, the Manta was one of the most popular tuning vehicles, so much so that today there are almost more tuned vehicles than authentic ones.
On the road, however, you almost exclusively see the Manta B, which is no surprise, as it was built from 1975 to 1988. Its predecessor, the Manta A, rolled off the assembly line for just five years. The most legendary Manta, however, didn't come from Opel, but from the Belgian company "Transeurop Engineering," abbreviated to TE. They transplanted the 2.8-liter six-cylinder engine from the Opel Commodore into the Manta, which necessitated, among other things, a slight extension of the front end. Customers also received bold fender flares, which externally indicated that this was no ordinary Manta. Contemporary sources speak of fewer than 100 vehicles built.

Carrera has based its slot miniature on precisely this TE 2800, as evidenced by the "TE 2800" lettering embossed into the chassis. The car will be launched in green in both the digital and analog ranges, the latter as a standalone car and also as part of the "Tuner Classic" starter set. A red Manta in Carrera livery has also been announced, but this will be released exclusively as an analog version.

The Manta's slender body shape is very well realized in the model, and the striking, bright green color scheme makes the car a real eye-catcher, even echoing the rims. The matte black hood, along with the black window surrounds and decorative stripes, create an attractive contrast. There are also oversized Opel lightning bolts on the hood and doors, as well as the "Manta A Power" lettering in the original Opel style. Some of the passenger's "details" are also oversized, while the driver sports a true-to-style muscle shirt and mullet. There is one small drawback: the body sits a bit high on the chassis at the rear; presumably, this jacked-up look was also quite popular in the 80s.

Let’s get to the technology – the chassis is in principle a special construction for
the Manta, but features only familiar elements: the separately removable motor-rear axle unit, the innovative guide keel design, and the option of digital retrofitting. The guide keel's rotation angle could be larger, but there's nothing wrong with its position. Setup is limited – as almost always – to removing the rear magnet and setting the highest possible ground clearance for the center magnet. The Manta's small dimensions suggest hectic handling, and so the car corners quite aggressively, yet always remains well controllable. There are no deslots or similar unpleasant surprises. Thus, it lives up to its nickname "tuner" and proves to be a suitable opponent for the Golf GTI.

Personally, I would be delighted if there were more color variations in the coming years – the color palette of the 70s and 80s offered a lot in this regard, and there were also attractive special models such as the "Black Magic," which would certainly look great on the racetrack.

CoMod Chris
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Test report by CoMod Lotus on the Opel Manta A “Tuner”
(analog 27232 and digital 30431)

How do you start a review of the Opel Manta?
Let’s approach the matter differently: Let’s let Wikipedia speak or quote from the online encyclopedia!

"The Opel Manta is a passenger car model introduced by Adam Opel AG in September 1970. It is a five-seater, two-door coupe with a water-cooled, four-cylinder front engine and rear-wheel drive. The Manta and Manta drivers were commemorated in the film 'Manta, Manta and Manta - The Movie,' just as the VW Beetle once was, though often with a rather ironic and derogatory tone. Countless songs - e.g., Manta by Norbert and the Cowards - and Manta jokes were created about the Manta driver as one of the most widespread and highly stylized stereotypes for a kind of thug: foxtail on the antenna, six-pack in the back seat, blonde - who is a hairdresser by profession - in the passenger seat, this was the cliché of a Manta driver. The stereotypical Manta driver also had a low level of education, macho behavior, cowboy boots, an elbow hanging out the window in all weather, and many other other qualities considered embarrassing.'

That's exactly what the new Manta from Carrera looks like! They couldn't have recreated this iconic Opel any better. First, a few words about the figures: The passenger has a bust that would make Sonja Kraus pale. The driver wears a black muscle shirt, a gold chain, and has the classic mullet. Very true to the original, see above!

About the car itself: We have the Manta here in the tuner version with the fender flares. The paint job is absolutely contemporary. Bright colors were absolutely in back then, and parking spaces were colorful and not uniformly silver. The hood is matte black (to prevent light reflections), the huge OPEL logo on the hood, the racing stripes, the OPEL lightning bolt and lettering on the side. A very nice detail: the LUI sun visor on the windshield. The paintwork is very detailed and clean; the only minor drawback on my model is the slight blurriness on the hood edge. One of my favorite parts are the wire wheels: they're a painted photo-etched part!

The body itself is very robust and can even withstand crashes without a hitch. The car is perfectly suitable for children, should dad ever let it go.

And it handles just as sleekly as it looks. The 97g of plastic and metal rip around corners on the grippy tires; acceleration is good, and the magnets keep the car securely on track. Without the magnets, it's a bit harder to drive, as it feels closer to the real thing than it wants. It's prone to slipping in tight corners.

Conclusion : The Stingray is a worthy opponent for the VW Golf GTI. If the Ford Capri or Escort were to arrive, the classic disco cars of the 80s would be complete.
CoMod Lotus

Carrera Evo Opel Commodore Steinmetz Jumbo “Tabac Original”

Test report by CoMod Carrera124 on the Opel Commodore Steinmetz Jumbo
(27220)

The Opel Commodore was the sister model of the Opel Rekord, which sold millions of units in the 1960s, 1970s, and early 1980s. It stood out—while sharing the same body—with six-cylinder engines and more luxurious features. Opel tuner Steinmetz offered its customers a wide range of tuning options and also successfully competed with modified Opel vehicles in various racing series.

Sometime in the early 1970s, Steinmetz apparently wanted to make a big splash – he built the Steinmetz Jumbo based on an Opel Commodore B. The production version of this car boasts an elegant, almost delicate design. Not so with the Jumbo: in addition to lavish wheel arch extensions, it boasted truly massive spoilers at the front and rear, making the BMW 3.0 CSL, built at almost the same time, look almost staid. The spectacular visual appearance was rounded out by large side pipes and wheels that actually filled the wheel arches.

Powered by a large-displacement V8 engine, the yellow-painted Jumbo did indeed complete a few races. Based on the sparse information available at the time, these were likely not particularly successful. Photos show that the one-off was subsequently shown at various motorsport exhibitions and similar events. Eventually, all trace of the car was lost, and it is now considered lost.

All the more surprising, then, was Carrera's announcement at the 2007 Toy Fair that it would be releasing this very Steinmetz Jumbo as a 1/32 scale slot car. The vehicle was first delivered to retailers in the fall of 2007, available in a white "Pan Am" fantasy livery alongside the authentic yellow version. Now, a third design variant is in the pipeline: the "TABAC original" in brown and white. Anyone who has ever leafed through a car magazine from the 1970s will surely remember the "TABAC original" advertisement from that time. The reference to the zeitgeist is obvious, and in person, the color combination is certainly pleasing. In the catalog, the color appears very dark brown, but the actual color is considerably lighter.

Since the original vehicle no longer exists, any discussion of faithfulness to the original is essentially irrelevant. The delicate details of the base body—especially the headlights, front grille, and taillights—are convincing. Even in the model, the monstrous spoilers have that certain something. Comparisons with the few available photos of the original vehicle confirm: yes, the model was coherently realized.

Let's move on to the technology and handling: the chassis features the familiar design features: removable motor-rear axle unit, two removable magnets, and digital upgrade capability. Installing the 26732 digital chip is quick and easy, and there's plenty of room inside the car to store the tangle of cables. The guide keel is positioned somewhat awkwardly behind the front axle—but thanks to the long wheelbase, the impact is less severe than expected. "Length matters" has always been true for slot cars, and the Steinmetz Jumbo is no exception. Due to its enormous dimensions, the car doesn't particularly like very tight corner combinations, but it excels in medium-speed sections. If you remove the rear magnet, you can easily drive the Jumbo through the corners in a gentle drift. If you overdo it, the rear will break out quite unashamedly and block almost the entire width of the road if you are driving on the inside lane (with 1/32 track parts of British construction, the rear spoiler would then probably
Scrape along the guardrails of the outside lane ;-)

This means that anyone who wants to have real driving fun with the Jumbo needs shoulders. On the other hand, skidding, i.e., jumping out over the front axle, practically never occurs.

Conclusion: The Commodore is an excellent addition to the range of vehicles currently consisting of the Ferrari 512 BB, Porsche 935-78, Porsche 935, and Porsche 911 RSR. I'm hoping for more contemporary colorways (Slottus, make me a Jägermeister) or at least bodyshells (Sandra, do something... ;-)

CoMod Carrera 124

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Review by CoMod martinmm on the Opel Commodore Steinmetz Jumbo
(27220)

history
The Steinmetz Commodore 'Jumbo' was driven by Peter Hoffman in 10 races in 1974. The appearance changed over the course of the races. Extensive modifications were made, especially to the spoilers and wings. One of these development stages was launched by Carrera in 2007 as an Evolution car. Now, a second fantasy version with a contemporary look is being released.

optics
The actual color scheme differs slightly from the catalog photos. In reality, the color is more chocolatey—in the previous images, it appears to lean more toward red. The printing is flawless: the large white lettering of main sponsor TABAC, as well as the white front and rear wings, add a great contrast to the car's black Carrera track.

processing
Except for a minor damage to a taillight, the test vehicle has no other defects. The body can be removed easily after removing the four screws. Everything is clean and tidy. Nothing is jammed. The axles rotate smoothly and very easily.

Technology
Due to its design, the rudder is positioned behind the front axle. This is obviously not ideal. The chassis is designed for rally tracks at the front, keeping a safe distance from the track. However, the rudder turntable is offset slightly downwards, allowing for a good insertion depth into the slot. The rudder's rotation angle is sufficient. At 103g – 31g of which is body weight – the Jumbo is not exactly a lightweight. This is largely due to the protruding spoilers.

Driving behavior
Road test without rear magnet and with original tires. Driving voltage 12 volts:
Despite its unfavorable proportions (high, rear-heavy), the car handles very well on its medium-sized home track. The tires offer almost sufficient grip on a clear track. Due to the poorly positioned rudder, cornering or drifting in tight corners (K1) is somewhat awkward, as the pivot point is too far back.
Road test without rear magnet with Ortmann tires (new compound). Driving voltage 12 volts:
The increased tendency to roll over, due to the higher grip of the Ortmann tires, was eliminated. It's also worth mentioning that the new Ortmann tires have less grip than the old ones. This is more comfortable. With a sensitive thumb, you can corner quickly. 180° turns can be taken completely sideways. That's fun!
Driving test without magnet. Driving voltage 12 volts:
Without a magnet, the Steinmetz becomes difficult to drive. When running on the original tires, you won't get up to speed as quickly on small tracks – braking distances are shorter and corner entry speeds are lower. With feel, you can steer the car quickly. With more grip or Ortmann tires, things get critical – the car then tends to quickly skid if you enter the corner a bit too fast.

Conclusion
When driven with the center magnet, it's a car that's both visually and technically pleasing. However, on larger tracks where higher speeds are possible, chassis optimization will be unavoidable. Above all, the front axle/guide keel setup needs to be improved and trimmed with lead. With the Monza Decon and DeTomaso cars announced this year, along with the Ferrari 512BB and the Porsche 935/78, you'll have a diverse, 'winged' starting field.

CoMod martinmm

Carrera Evo/DIGITAL132: Ford Capri RS "Tuner 3" & RS 3100 IMSA 1974

Test report by CoMod Lotus on the Carrera Evo/D132 Ford Capri RS3100 IMSA 1974
and the Ford Capri RS "Tuner 3"
(27315 and 30506/30507)

And another racing Capri…
As beautiful as the Ford Capri RS3100's bodywork is, the designer has a fundamental problem with the car: as a pure racing version, the car is only ever known in one livery: white and blue. The classic, that is, the one Klaus Ludwig drove. Blue underneath, white on top, with racing stripes all around. While it was also available in different starting numbers, that would be rather monotonous on our Carrera racetracks.

As a FORD fan, I'm all the more pleased that Slottus, our Carrera designer, has unearthed a race car that stands out from the rest: the dark blue RS of the Horst Kwech/Harry Theodoracopoulos team, used in the American IMSA racing series. The pair's best finish in 1974 was second place at Laguna Seca. However, the rest of the season wasn't particularly successful.

In this respect, it is an irony of fate that this version, of all things, is now receiving belated recognition.

A tribute to the Universal…
CoMod Mike probably thought something similar when he first saw the new Ford Capri Tuner 3. The metallic red Cologne-colored car also strongly recalls one of the rarest and most expensive vehicles from the old Carrera Universal range: the red Lexan Capri.

You might still be able to find the blue RS, but the silver or red ones are unlikely to be.

Of course, the new RS3100 with the white racing stripes is no comparison to the Uni, but you can also drive the car around corners without restraint (something you would probably never do with its outrageously expensive Uni counterpart).

Visually, the car is a feast for the eyes; a brilliant paint job makes it truly stand out among other Capris. A little detail: Check out the driver's physique! He's got a mustache and a mullet! It doesn't get more '80s than this!

CoMod Lotus

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Test report by CoMod Mike... on the Carrera Evo/D132 Ford Capri RS3100 IMSA 1974 and
the Ford Capri RS "Tuner 3"
(27315 and 30506/30507)

Who still remembers the finish of new Lexan bodies from the Universal or 124 series by Carrera from the late 70s???

When you hold a non-faded example in your hands, it's a superb paint job, especially in the red tones, which remained unmatched for me for a very long time. Until Carrera celebrated the "candy" paint job on their tuner models!

Say what you will, but no matter what car it is, that candy-wrapper shine on the body is simply mouth-watering ;-) Pair it all with the white rally stripes, and the car has you raving again! Keep it up, this paint job is simply brilliant!

In addition to the tuner version, there's also a new variant for race fans. Unfortunately, it's only for the D132 community. The 1974 IMSA version features authentic yellow headlights, which add a touch of variety. The paint job is flawless in this version, too, and my two test cars had perfect concentricity for their plastic rims.

Starting this year, the Evolution version will be delivered without lights, which some people will certainly find a shame. However, Carrera is clearly reflecting this reduction in parts in the price. Perhaps a welcome change for some strapped wallets!

CoMod Mike...

Carrera Evo/D132 Mercedes-Benz SLR McLaren GT

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

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

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

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

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

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

CoMod martinmm

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

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

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

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

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

CoMod Mike...

Carrera DIGITAL 124 Hotrod `34 High Performance Roadster

Review by CoMod Carrera124 of the Carrera DIGITAL 124 Hotrod '34 High Performance Roadster (23717)

More than just a color variation…
At first glance, this car appears to be just a new color variant. A closer look reveals that the combination of an open hood and roof has never been seen before on a '34 hot rod. As is always the case with hot rods, it's pointless to discuss authenticity and scale at this point. The yellow paint job certainly catches the eye, and the lettering and the implied flag print make the car look fast even when stationary. Of all previous versions of this type, this one has by far the most "racing-like" appearance.

Since there are no fenders on the body, the car has tires with a slightly larger outer diameter at the rear, just like the blue '34 hotrod. This results in a slightly longer drive ratio for these two vehicles compared to the three other variants of this type. Anyone who wants to bring the racers up to a comparable level should therefore install the rear tires with the smaller diameter (item no. 85270 standard tires or item no. 83044 tuning tires). As a side effect, you get slightly better performance when accelerating and braking.

Technically, the car offers nothing new – it uses the exact same chassis as the previous analog hot rods. It's particularly slender in the front end. Therefore, the swing arm and digital circuit board on all hot rods are slimmer than on the other 1/24 vehicles. Without magnets, the car weighs 210 grams, which is surprisingly slightly heavier than the Ferrari 250 GTO I tested at the same time.

Since the author of these lines had already successfully competed in a club race with the '34 hot rods at the 2006 club meeting, expectations were relatively high before the road test. All suspension magnets were quickly removed, but no further adjustments were made. The handling proved to be exactly as expected: due to the slightly longer drive ratio, the yellow hot rod handles and brakes a bit sluggishly, but always docile. For proper testing, a somewhat more spacious racetrack, with larger curve radii and longer straights, is recommended.

Conclusion: Hotrods are still not really my thing. However, this one looks the most like a race car, and it certainly has its place in the range.

CoMod Carrera124

Carrera Evo/D132 BMW Z4 M Coupé Schubert Motors

Review by CoMod Mike... on the BMW Z4 M Coupé Schubert Motors
(analog 27262)

Test environment: Club track (wood)
27m track length; 12 volt track voltage (14.8 volts too toxic driving behavior!)
Non-magnetic strands. Therefore, no magnetic effect.

Vehicle setup:
ootb (with both magnets), after ootb test additional grinding of the tires.

1. Optics:
- Proportions seem harmonious. Very nice variation… Here wishes are
expressed that more BF Goodrich racing vehicles are coming!
2. Technology:
- Body: 28gr Total weight: 100gr.
- Loosen the engine and rear axle via the external screw positive:
Tire changes, axle changes, tire grinding and engine service with oil is very
quick and easy! Especially in the test it was very helpful that the rear axle
can be unclipped to grind the tires!
- Good rear ground clearance
- Unclipping option of the front axles good
- Lighting very effective and true to the original appearance

3. Processing:
- flawless and beautiful printing
- Tires slightly out of round on wood (less relevant on Carrera track)

4. Driving behavior:
- 9.3 sec (light stamping in the curves)
- 8.4 seconds after tire grinding
- Good concentricity and straight-line running
- Tire grip is good.
- On wooden tracks, the harder tires allow for easy drifting.
hopping in the curve (significantly reduced after tire grinding!)
- Tire grinding front and rear resulted in significantly improved handling
5. Other:
On the wooden track, any chassis weaknesses become immediately apparent.
High demands are placed on tire concentricity and chassis geometry.
The Z4 initially showed a somewhat unharmonious driving… which was especially noticeable in
the curves due to the high grip on the wooden track by slight tilting
The easy removal of the rear axle motor module with just one screw… makes unclipping and grinding the tires child's play. The subsequent time comparison clearly shows how clean the car is after this
Even die-hard 1:24 wooden track enthusiasts
These cars are fun. For wooden railway purists, a conversion to a metal chassis without
Rework on the body is possible. Only the screw pins might need to be adjusted.
be shortened.

CoMod Mike...

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Test report by CoMod JörgW on the BMW Z4 M Coupé Schubert Motors
(analog 27262 / digital 30448)

1. Optics
The original, in which Claudia Hürtgen (Aachen) and Marc Hennerici (Mayen) were joined by Hans-Joachim Stuck (Ellmau) at the wheel of the Schubert BMW Z4, successfully competes in the VLN series at the Nürburgring. The pinnacle of this racing series, which includes races of varying distances on the Nordschleife and the new Ring, is undoubtedly the 24-hour race. More information about the Schubert team can be found in a nicely animated format on this website. http://www.schubert-motors.de/
The model is printed with great detail and is largely faithful to the original. The somewhat bulky dimensions of the rear tires add more to the driving experience than they do to the visual appearance. Overall, it's a visual treat with a correspondingly aggressive racing outfit.

2. Technology:
The Golf also features the new option of servicing the rear axle without disassembling the entire chassis. The four screws for disassembling the entire chassis are freely accessible. The angle of rotation of the guide keel is acceptable.

3. Processing:
The Z4 makes a solid impression and has no manufacturing defects.
The BMW racing car is very solid, yet still detailed. The exterior mirrors are plugged in. The entire triangle can be removed or glued in place if the pin breaks. Even after several crashes during testing—you have to push the car to its limits, after all—neither the mirrors nor the delicate rear spoiler have come loose. The car is suitable for children's hands if you explain the function of the spoiler beforehand. It should just be clear beforehand that this isn't the handle.

4. Driving behavior:
The Z4 has very pleasant acceleration, as you'd expect from its larger counterpart. Braking and cornering are also very pleasant on the small base package track, both with the full magnet load out of the box and with gradually reduced traction. As with most evolutionary cars, the tires aren't miracle grippers, but they're certainly usable. A quick glide on the track to break the edge is certainly helpful. I think the Z4 would become a real ground-to-ground rocket with the GTi tires, offering pure grip until the driver overdoes it.

5. Other:
The Z4 is fundamentally a very suitable vehicle choice to complement the GT range and as an entry point into the world of near-production motorsports in the VLN. With the Porsche GT3 and the Corvette CR6, there are already corresponding models in the program, and even though they've never raced against each other in real life, the Z4 also performs quite well in the LM-P and DTM... it's a real race car. I would also like to see the BMW Z4 + Porsche GT3 in 1:24 scale; with the right performance from Carrera, it would certainly be a lot of fun.

CoMod JörgW

Carrera Evo/D132 Nissan GT-R GT500

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

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

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

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

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

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

CoMod joergW

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

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

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

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

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

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

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

CoMod long

Carrera Evo/D132 Pontiac Firebird

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

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

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

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

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

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

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

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

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

CoMod Lotus

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

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

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

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

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

CoMod Long

Carrera Evo/D132 Porsche 911 GT3 RSR VIP Petfoods

Carrera Evo/D132 Plymouth Fury '60

Review by CoMod Carrera124 on the Carrera Evo/D132 Plymouth Fury '60
(27253 and 27254)

Weights (road version):
Weight (complete vehicle with magnets): 116 grams
Weight (complete vehicle without rear magnet): 113 grams
Weight (complete vehicle without magnets): 110 grams
Weight (body): 37 grams

Weights (racing version):
Weight (complete vehicle with magnets): 110
Weight (complete vehicle without rear magnet): 107 grams
Weight (complete vehicle without magnets): 104 grams
Weight (body): 35 grams

Dimensions (both versions):
Overall length: 167 mm
Wheelbase: 94 mm
Track width (front axle): 50 mm
Track width (rear axle): 50 mm

Miscellaneous:
The racing version has no lights. The weight difference between the two versions is due to the fact that the racing version's body sits lower on the chassis, while the road version has additional components inside. On the road version, the front end is partially painted on the inside to prevent the lights from shining through. It's a shame this wasn't applied to the rear lights as well, where the LEDs are clearly visible.

Optics (street version):
With the 1960 Plymouth Fury, Carrera has created a classic, old-school road cruiser. In my opinion, the body's proportions are very well-crafted. The two-tone red and white paint scheme offers an appealing contrast, which is also carried over into the interior with the color scheme of the suggested seat upholstery. Even the transparent steering wheel has been incorporated, and the cockpit features a youthful-looking driver, who, in keeping with the style, sports a remarkable Elvis-inspired quiff.
As was common at the time, the exterior appearance is rounded off with plenty of chrome and silver trim. Also particularly noteworthy are the beautifully designed wheel center caps and whitewall tires.

Optics (racing version):
Compared to the road version, Lee Petty's racing version is missing a few fittings, such as the exterior mirrors and the side emblems on the tail fins. However, the driver has a racing helmet and a roll bar is also included. The interior panel is slightly differently shaped, and the suggested rear seat is missing, true to the original. There's nothing wrong with the paintwork and lettering; the car is an eye-catcher on the racetrack.

Technology:
As you can see from the technical specifications, these cars are real ships: long, narrow, tall, and heavy. These aren't ideal conditions for racing. However, there's obviously little leeway with this type of vehicle – the American cars of the 1950s were, after all, of epochal dimensions, which remains the same even when scaled down to 1/32. I won't say anything more about the other components of the chassis; they should all be fairly well known. Retrofitting the digital circuit board is straightforward, and there's enough space inside to accommodate the cables and connectors.

Driving behavior (road version):
For the road test, I removed the rear magnet and adjusted the center magnet to the highest possible ground clearance. With the 14.8 volts of the original power pack, the car handles quite aggressively. Due to the high weight, it's obviously impossible to achieve record times on a normal race track with K1 hairpin bends, but I don't think anyone would expect that from this classic. The roadholding and cornering behavior are surprisingly good, though; to be honest, I had terrible fears. Due to the enormous wheelbase, the small angle of rotation of the guide keel plays no role here for once – a K1 can be easily taken in a harmonious drift. Length matters, that's confirmed once again. A further improvement in handling results from reducing the drive voltage to around 12 volts, which suits the character of the car: less hectic response, still sufficiently fast and with a high relaxation factor.

Driving behavior (racing version):
The slightly lower overall weight and the lower position of the body on the chassis provide slight advantages here, but without fundamentally changing the handling characteristics. While the lack of lighting is true to the original, it should be considered for digital retrofitting in conjunction with the pit stop plane.

Overview of the color and country variants:
The Plymouth Fury will be launched in four different design variants. At first glance, however, it's not easy to determine which version will be released in which country and in which configuration (analog/digital):

1. Street version in red and white:
27253 analog version (Germany and USA range)
30442 digital version (only in the US range)
2. Racing version “Lee Petty”
27254 analog version (Germany and USA range)
no digital version, not even in the US range
3. Street version in black and white:
27255 analog version (only in the USA range)
30443 digital version (only in the US range)
4. Custom version in blue
27256 analog version (only in the USA range)
no digital version, not even in the US range

Conclusion:
The Fury's visual appeal is impressive. And despite its unfavorable weight and dimensions, most of this enthusiasm is retained in driving performance. The prerequisite is that you have expectations and a driving style that are appropriate to the car's character. This means: lap record chasers should look elsewhere, but all other drivers can go for it without hesitation. Anyone with the space for a larger oval—unfortunately, I don't—can give this car a suitable playing field. On regular racetracks, however, the Plymouth Fury is better suited for relaxed cruising, which certainly has its appeal.

CoMod Carrera124

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Review by CoMod martinmm on the Carrera Evo/D132 Plymouth Fury '60
(27253 and 27254)

Carrera has expanded its range of large US cars with an impressive model of the Plymouth Fury. The vehicle will be launched in Europe in a road and a racing version. Two additional variants will be released for the American market.

optics
The road version impresses with its static model character: bold red paint, white roof – a real eye-catcher. The carefully crafted chrome parts underscore the sophisticated overall impression. The racing version, in contrast, is more simply designed, true to the original. No mirrors, windshield wipers, or other add-on parts. The model depicts a car driven by Lee Petty. Petty ran one of the most successful NASCAR racing teams with his two sons. The movie "Red Line 7000," which aired recently on television, provides a good insight into NASCAR racing of that era.

processing
The optical and technical workmanship of both test vehicles is flawless.

Technology
Both vehicles feature the latest Evolution technology and can be converted to D132. The road version is equipped with lights. The rudder is about 2mm too high. The tires have the appropriate grip for the vehicle.

Driving behavior
Test home track 13 volt, without magnets:
Although quite narrow, the standard tires offer sufficient grip. Carefully approached corners can be navigated with controlled drifts. Although the guide keel is located under the front axle, the long wheelbase provides pleasant drifting characteristics.
Test club track 13 volts, without magnets:
On wider tracks and the associated higher top speeds on long straights, controlling the car becomes more difficult. A too-high steering keel also becomes noticeable here – the car easily slips out of the slot if the corner is entered a bit too fast.

Conclusion
The vehicles have pleasant driving characteristics even when operated without a magnet. The track is relatively narrow, but it's well-suited to the grip of the tires. A setup with a center magnet is recommended. This is sure to be an interesting addition to the collection for fans of historic NASCARs and classic road cruisers.

CoMod martinmm

Carrera Evo/D132 AMG-Mercedes C-DTM 2007 TV Spielfilm 2009 "S. Stoddart

Carrera Evo/D132 AMG-Mercedes C-DTM 2007 TV feature film 2009 "S. Stoddart

Carrera Evo/D132 Audi A4 DTM 2009 - Mike Rockenfeller

Carrera Evo/D132 Ford Capri

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

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

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

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

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

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

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

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

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

CoMod Mike...

Carrera D132/Evo Chevrolet Corvette C6R...

Test report from CoMod Carrera124 on the Carrera DIGITAL 132 and Evolution Chevrolet Corvette C6R Luc Alphand Aventures 'No.72', Le Mans 2010 (30580/27373)

Technical data:

Weight (complete vehicle with magnets): 100 grams
Weight (body): 30 grams
Length including spoiler: 145 mm
Wheelbase: 84 mm
Track width (front axle): 57 mm
Track width (rear axle): 60 mm

Body:
The Corvette C6R is a true long-time favorite, having been a staple in both real-world racing and Carrera cars for years. It has been available in 1:32 scale since 2006. The latest design variant comes in the form of the version of the French racing team 'Luc Alphand Aventures,' as it competed in the 24 Hours of Le Mans in 2010. The color scheme is predominantly black and white, even the rims are black. The lettering and lettering are accurately applied, and the green-yellow tinted headlights provide an attractive contrast. All of this combines to create a visual delight.

Chassis:
The real innovation can be found under the body: a completely redesigned chassis of the current generation, which replaces the previous chassis of the Corvette C6R (sliding magnet chassis in the analog versions, and Pro-X chassis in the digital versions). There's enough space in the front end for a rigid front axle, and the total weight is almost exactly 100 grams.

Driving test:
Even with the older suspensions, the Corvette's performance was quite good. Expectations for the new design are therefore high. With the full magnetic system, the handling is quite unspectacular: high cornering speeds are subject to an extremely narrow threshold. Driving errors are almost impossible to correct, but due to the wide and flat body, they have to be deliberately provoked.

Without the rear magnet, the handling improves noticeably: the achievable cornering speeds are lower. In return, you gain a wider limit range that forgives overconfident corners. I find this setup ideal for digital operation. The Audi R8 LMS seems most likely to be a suitable opponent. Both cars achieved similar lap times on my test track, although the Corvette subjectively handles slightly better. The chassis also offers good conditions for operation without magnets, as there is sufficient space in the sidepods for trim weights. Whether you stick with the standard tires or use other manufacturers, like Ortmann, is a decision you'll have to make for yourself.

Conclusion:
A successful rebirth, both visually and technically, the Corvette fits in very well with other current GT race cars. I hope that, in addition to the second design variant this year, more versions will follow next year.

CoMod Carrera124

Carrera Evo/D132 BMW Z4 M Coupé

Carrera D132/Evo Mercedes-Benz SLR Mc Laren GT

Test report by CoMod Lotus for the Carrera DIGITAL 132 and Evolution Mercedes-Benz SLR Mc Laren GT TRG Motorsports 'No.71', 2009 (30567/27363)

Ever heard of TRG Motorsports? No?

Neither did I, until I started researching the latest design variant of the McLaren SLR by Carrera. On Facebook, TRG is listed under "Professional Sports Team." That's a nice euphemism for a very high-profile racing team. The team from Mooresville, North Carolina, competes in NASCAR and the Porsche GT3 Cup, among other championships.

The beautiful dark blue metallic SLR with the number 71 is a car that TRG, together with Circle B Motorcars of Texas, plans to field in the SCCA Pro Racing SPEED World Challenge GT Championship. The 21 existing cars were normally only used in the SLR Trophy, a racing series for owners of the 'standard' SLR 722 and thus members of the very elite SLR Club. Anyone who's in that class certainly has plenty of spare cash. ;-)

CBR/TRG, on the other hand, wants to field the car in the World Challenge. For this, the engine, originally boosted by RML to 650 hp, will be reduced to 550 hp. TRG sees the SLR's use as a demonstration of what is technically feasible and hopes that some other owners of 'production' SLRs will take their cars to the track and not just let them gather dust in car collections. This will, of course, be under TRG's direction, given the necessary expertise and experience: 'TRG has the full capability to race and service customer SLRs as well.' (Quote from Kevin Buckler, owner of TRG Motorsports).

Let’s move on to the Carrera model:

As my colleague, CoMod Mike..., wrote in his club report about the SLR in 2009: 'TRG Motorsports, together with RML, prepared an SLR 722 GT for a Speed GT race in the USA this year. I hope this isn't an isolated incident and we'll see the car more often. Perhaps even in this beautiful dark blue race version on the local Carrera track!'

Well, his wish has come true! This blue racing version is finally available for the Carrera track. I'll spare you any further praise for the looks; just take a look at the pictures; there's nothing wrong with this car. The SLR exhibits its well-known, docile handling: it runs very smoothly thanks to the long front end and the guide keel positioned far forward. With the magnet, it's almost impossible to throw the car off track; without it, gentle drifting is possible.

Let's hope that one or two more color variants of this excellent racer will come onto the market!

CoMod Lotus

**********************
Test report by CoMod JoergW on the Carrera DIGITAL 132 and Evolution Mercedes-Benz SLR Mc Laren GT TRG Motorsports 'No.71', 2009 (30567/27363)

In the fall of 2007, the SLR 722 GT was presented, a racing version of the standard 722 limited to 21 units. The British racing company RML Group reworked more than 400 parts to transform the "standard 722" into a race car for the SLR Club Trophy.

The SLR-722 special models of the SLR are intended to commemorate the victory of the British racing legend
Stirling Moss at the Italian endurance classic Mille Miglia.
The starting number of the original 300 SLR was 722, which, after the starting time at 07:22
Watch was awarded. A lot has changed not only with the original compared to its namesake. Especially with the 1:32 models from Carrera, one can literally experience the technological advances of recent years.

Since there are already several reports on this model, here is my brief impression of the
Model:

cleanly executed paintwork, corresponds to the pictures I saw of the original
(I'll probably have to wait a while longer to see a 1:1 model)
Decals and lettering clean and sharp
Tires and rims without annoying burrs (can be driven without sanding)
Landing gear geometry and rudder angle very well coordinated (it does break out at some point, but you can get it under control again)

Until then,
CoMod JoergW

Carrera DIGITAL 124 '41 Ford HotRod High Performance III

Test report by CoMod JoergW for the Carrera DIGITAL 124 '41 Ford HotRod High Performance III (23718)

Test environment: Home track (comparable to basic package)
Vehicle setup: ootb (with both magnets)

1. Optics
The newest car in the Big Hot Rod class may have a base color that takes some getting used to, but it's still very visible on the track. The matte black body panels provide a nice contrast, as does the beautifully designed front end with bumper and engine block.

As you can read almost everywhere, you either like hot rods or you have to at least drive them somewhere. Otherwise, it's hard to warm up to them. Carrera also has regular race cars on its shelves. That's exactly how I felt at first. Now I especially like the big 41mm rods. Remove the magnets + put on the tuning tires = done. Pure drifting fun and, of course, exciting racing!

2. Technology
Essentially, there's nothing new here; the model operates like its analog counterpart. Transitioning through the switches is smooth and problem-free in its factory state.

3. Processing
Very solid, yet detailed. In terms of workmanship, I can't find any particular criticisms of the model. The front wheels have a long tracking time, and the rear axle is fine. New quality controls or guidelines seem to be taking effect here, as I've noticed this across the board with the last few D124 models. Keep up the good work.

4. Driving behavior
Even in its standard delivery condition, the '41 Hot Rod has reasonably grippy tires. Equipped with both magnets, it drives perfectly, although drifting is a struggle. It's very fun and fully controllable in a drift if you only leave the center magnet in place. This requires a bit more concentration. This is where the tuning tires come into play; you should definitely treat yourself. Only for the stock version with two magnets; they would be too aggressive. Bricks couldn't sit better on the track, which is why the Americans call 1:24 races "brick racing" ;-)

CoMod JoergW

1 archive entry (missing)

Review by CoMod JoergW on the Golf GTi Tuner
(analog 27230 / digital 30430)

1. Optics
Generation Carrera meets Generation Golf!
Introduced in 1976, the Golf Gti, with its 110 hp, was the most powerful variant to date of the VW Golf I introduced in 1974, which ultimately left its mark on an entire generation and lent its name to it. For many young people in the 1970s, the GTi was the dream of a sports car, but only a few could afford one. Used GTis and visually souped-up standard Golfs were the norm and represented constant competition to the significantly cheaper Opel Manta, Asona, and Kadett C coupes. With this model and, of course, the Opel Manta released at the same time, Carrera has now found a good entry into the 1970s theme. Carrera kids of the 1970s are now family fathers with hobby rooms, and before a train set can get into that space, alternatives are needed. The detailed look is well done with effect paint, an extreme tuning kit on the rear shelf, and the bunny. Back then, the Golf was called Rabitt = rabbit in the USA. Only the rear tires look a bit too heavy, but that could be due to the handling. I consider the rather large gap in the rear wheel arch to be a minor cosmetic flaw, which fortunately doesn't affect the handling and will unlock plenty of tuning potential.

2. Technology
The Golf also offers the new option of servicing the rear axle without disassembling the entire chassis. To remove the chassis, you need to unclip the rear panel with the exhaust tips. This gives access to the two rear body mounting screws. The angle of rotation of the guide keel is still good, but skidding in tight corners is rather rare, depending on your driving style.

3. Processing
The Golf makes a solid impression and exhibits no manufacturing defects. The plastic and workmanship can withstand the rough daily life on the slot-track highways and aren't easily damaged by a trip into the hedgerows. The interior of the car is quite cramped, and when reassembling a dismantled body, you have to be careful not to pinch any cables.

4. Driving behavior
At 100g, the GTi is surprisingly heavy for such a small car, which surprised me when I first picked it up. The tires were striking to me – less the attractive tread pattern than a completely new feel. The consistency of the tires promised grip, which was confirmed in the extensive driving tests. The very grippy tires make the GTi significantly more controllable than comparable vehicles with other tires. The GTi has sprint and cornering qualities and is hardly unsettled. With two magnets, it is very suitable for beginners and children, and can be adjusted to the increasing demands of the driver by gradually removing the two magnets or the distances.

5. Miscellaneous
Overall, a bold and appropriate choice of vehicle. Let's see how it's received and how it sells. Personally, I'd love to see a few more tuned cars from the '70s... everything I wasn't allowed to buy as my first car ;-) As the advert said: Just say we're driving a Golf. Sure, gladly.

CoMod JoergW
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Review by CoMod Lotus on the Golf GTi Tuner
(analog 27230 / digital 30430)

Lake Wörthersee in the Slot...
In 1975, a car was presented at the Frankfurt International Motor Show that would become the epitome of an entire car class and make history: the VW Golf GTI. Originally intended as a 5,000-unit competition car for motorsports, approximately 1.5 million units have been sold to date.

From the very beginning, the GTI was the target of tuners, both professional companies like Öttinger, as well as backyard workshops and the average home mechanic. The aftermarket industry supplied everything that made the car more beautiful, faster, or simply more eye-catching. And since its days as a used car, at least, everything imaginable has been installed on the GTI. The 1 Series GTI was a typical product of its era: low, wide, hard, with a spoiler. :-)

At the annual gathering of the VW scene at Lake Wörthersee, you can still marvel at all the things that have been done with the 1 Series. And now, the most coveted object of our automotive youth is available as a slot car from Carrera. In the classic tuner version with large rims, fat tires, and powerful spoilers.

Let's begin : This Golf also features Carrera's new chassis design with a removable axle unit for servicing the rear axle. Loosen one screw, and the entire block is out. The distance between the guide keel and the front axle is correct, and the guide keel's rotation angle is OK, but could be a bit less tight. The chassis is very stable and, above all, straight (the body screws at the rear are located under the panel on the rear bumper, by the way). The body itself is very robust, as you'd expect from Carrera. Removable mirrors are now standard, putting an end to the annoying search for them on the carpet.

The printing is very clean and precise, and the paintwork is top-notch. Details like the GTI grille and the nitrous oxide cylinders in the rear of the Golf are very nice. My favorite features are the two-piece rims with chrome rims. Looks are one thing, performance is another.

To put it bluntly : the little GTI lives up to its larger counterpart. Thanks to the strong magnets, the car drives like it's on rails. A car that's absolutely suitable for a child's room and that little ones will have lots of fun with. Advanced drivers can test their own limits by removing the center and rear magnets and the spacers, but the car generally remains controllable. It accelerates very well, and the visually appealing tires with their replica V-profile have very good grip. The 100g body isn't the lightest for a car of this size, but that means the car sits well in the slot. In terms of handling, there's no difference between the digital model and the analogue model; I tested both models.

Conclusion : I think the Golf is great and I'm already looking forward to other models. And, of course, to its direct competitor, the Manta. If Carrera were to bring out the wide Ford Capri RS or the Ford Escort BDA, the disco troika of the 80s would be complete!
CoMod Lotus

Carrera Evo `41 Willys Coupe Hotrod "High Performance II

Review by CoMod Carrera124 on the Carrera '41 Willys Coupe Hotrod "High Performance II"
(27267)

After four color variants of this type were released in the analogue range in 2007 , and three more color variants in the digital program, the yellow Willys Coupe is now the eighth color variant in total.

Since a hot rod is practically always a custom conversion, it makes little sense to talk about faithfulness to the original at this point. Whether you like the car's design or not is up to you to decide for yourself. Personally, I find it harmonious and well-executed. The appeal of this car lies less in its design, but rather in the bright yellow paintwork with black trim. The other printing on the car is fairly straightforward, which is absolutely no disadvantage. The color scheme alone is enough to visually distinguish this car from many others, whether in a showcase or on the racetrack. And although I don't usually like high-gloss rims at all, they suit this car perfectly. And as is already known from the other high-performance models, the shiny chrome engine is also on display here. The rear axle features XXL wheels, which are only partially concealed by the wheel arches. The bold paintwork also prevents the lights from shining through.

The chassis itself contains no new features, but is already familiar. The guide keel is unfortunately positioned slightly behind the front axle, but hot rods are probably one of the few vehicle types where this is clearly not possible. The guide keel's angle of rotation is larger than, for example, that of the BMW Z4 and Audi R10, and thus adequately dimensioned.

If you want to upgrade the car digitally, you will need the circuit board item no. 26732.
The subsequent laying of the cables requires care, as the space under the cockpit is very limited.

I conducted the road test without the rear magnet; the center magnet was set to maximum ground clearance, allowing the car to maneuver around the track with complete ease. The extremely wide track on the rear axle eliminates any tendency to roll over, and the car drifts very smoothly. However, the large rear wheels of the high-performance models result in a longer gear ratio overall, so acceleration and braking performance are slightly worse than those of standard-tire hot rods.

Overall, this car not only looks great in a display case, but also on the racetrack. While it won't set killer best times, it's certainly a lot of fun to drive.

CoMod Carrera124

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Review by CoMod martinmm on the Carrera Evolution '41 Willys Coupe Hotrod "High Performance II"
(27267)

The appearance of hot rods is debatable – some people like them, others think there are no uglier cars. I have a fairly relaxed relationship with hot rods: I'm not particularly interested in them in their original form or as racetrack vehicles – but I can admit they have a certain visual appeal. Of the hot rods Carrera has in its range, the Willy Coupé is my least favorite so far – judging solely by the photos.

When I finally held the yellow Willys Coupé in my hands, I was very pleasantly surprised: It doesn't have the somewhat clumsy toy look that the pictures had suggested. Even the yellow body makes a solid, high-quality impression. The somewhat critical yellow color is well-matched – yellow vehicles often look plasticky when the color is too lemony. The richly detailed interior is also very nice.

processing
The test model had no noticeable defects. The wheels and axles run acceptably smoothly, and the rudder turns easily.

Technology
The rudder is positioned too far back and about 1-2mm too high. Weight is OK at 97g (without magnet).

Driving behavior
Without the rear magnet: The tires have sufficient grip. You can drift nicely. The center magnet somewhat prevents skidding. With all magnets removed: The tires have sufficient grip. You can drift in a controlled manner. The gear ratio is a bit too long due to the large rear wheels. This impairs braking performance. I would suggest a different, shorter gear ratio. The test was carried out on a small home track with a length of 13 meters and a voltage of 13 volts.

Conclusion
The Willys Coupe can be driven easily on small to medium-sized home tracks, both with the rear magnet removed and without the traction aids. The large rear wheel diameter and the moderate grip of the tires prevent strong acceleration or aggressive handling. The steering keel tuning could be improved. Unfortunately, the rear wheels of the various Hot Rods vary considerably in diameter. Therefore, it's practically impossible to race against each other. On our 28-meter club track, this amounts to about one meter per lap compared to the 32-meter Hot Rod. On the other hand, I don't exactly see Hot Rods as vehicles capable of setting lap records.

CoMod martinmm

Carrera Evolution Chevrolet Decon Monza

Test report from CoMod Carrera124 for the Carrera Evolution Dekon Monza (27265 and 27266)

The unknown being
Chevrolet Dekon Monza? When the 2008 novelties were presented in the club in written form at the end of 2007, I couldn't imagine what this car looked like. That changed when I held the 2008 catalog in my hands: this car seemed familiar from somewhere. At the time, Faller had this vehicle type in its range for its in-house Faller-AMS track in 1:60 scale. However, at the time, they were products from Aurora, distributed exclusively by Faller. All the more gratifying that Carrera has once again taken on this relatively unknown racing exotic in this country in 1:32 scale.

The Chevrolet Monza, built between 1975 and 1980, was a pleasingly designed coupe with robust mass-production technology, similar in concept and form to the Opel Manta, but adapted to American tastes. And just like in Group 5 here in Germany, harmless mass-production coupes were transformed into wildly winged and powerful racetrack monsters across the pond. In this respect, the Chevrolet Dekon Monza is a perfect visual match for the Porsche 935-78, Ferrari 512, and Steinmetz Jumbo. Sources speak of 11 or 12 Dekon Monzas built, both of which were, or still are, adorned with various attractive paint schemes. The two variants presented here are both colorful and appealing; in my opinion, the prospects for further diverse color variants are not bad, provided the initial models sell well enough.

The green and white IMSA version, true to the original, comes without headlights, whereas the Le Mans version is equipped with headlights. Both versions have taillights, so the all-clear for digital operation is given. There's nothing wrong with the body shape or paint scheme, but criticism is directed at details: the grille in the driver's window and the side pipes appear somewhat plasticky, but this doesn't really detract from the overall impression. The driver's seat is practically unformed, but rather flat—a reasonable compromise for a slot car.

Technical data:

Weight (complete vehicle with magnets): 103 grams
Weight (complete vehicle without rear magnet): 100 grams
Weight (complete vehicle without magnets): 96 grams
Weight (body): 29 grams
Length including spoiler: 158 mm
Wheelbase: 75 mm
Track width (front axle): 53 mm
Track width (rear axle): 57 mm
Other: the green-white version Art. No. 27266 has no front lighting

Technically, the car offers no surprises; familiar elements are present: the two removable magnets, the removable motor-rear axle unit, the guide keel plate, and the proven E200 engine. The wheels have a relatively small overall diameter, resulting in quite agile acceleration and braking. Since the rims are also rather small, true to the original, the mounted tires have a relatively large amount of "meat" and thus offer really good grip. Conversion to Digital 132 is done quickly with the 26732 retrofit decoder. There is sufficient space inside the car to store the cables and plugs.
For the road test, I removed the rear magnet—as always—and adjusted the center magnet to the highest possible ground clearance. As already mentioned, acceleration and braking performance are absolutely satisfactory. The center magnet ensures a balance between suction and almost any cornering drift; only the maximum angle of rotation of the guide keel occasionally puts an abrupt end to the drifting fun. On smaller, basic-sized tracks, the Chevrolet is significantly more agile and faster than, for example, the Opel Commodore Steinmetz; on larger tracks, the performance is comparable. Shoulders are highly recommended for the Chevy; otherwise, the rear spoiler will likely soon be scratched by guardrails.

Conclusion: I simply love these types of cars; the spectacular '70s looks are still impressive today. Wide chassis with road roller-sized tires result in impressive performance for slot cars. Actually, the time is ripe for an Evo-style racing series.

CoMod Carrera 124

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Test report from CoMod JoergW on the Carrera Evolution Dekon Monza (27265 and 27266)

Good morning,
There's something new in the evolution of the 70s "poultry show." This time it's a Monza from Chevrolet, which was pimped up by the Dekon racing team and used in the IMSA Camel GT race series and the SCCA Club Racing series, among others. The Chevrolet, then still the GM Monza, was produced between 1975 and 1980 and was originally supposed to be equipped with a rotary engine, but this never happened. Even the civilian version of the Monza could be transformed, at least visually, into a race car with the addition of an $800 spoiler package. The Chevrolet Monza is more comparable to the Opel Manta or Ascona than to the Opel luxury coupe of the same name. Google some pictures, and you'll be amazed at all the American imaginations have created with this vehicle, from drag-and-dirt to Le Mans racer... If you can imagine it, you can build it ;-)

Optics:
Both Monzas are finished in light base colors, making them easily visible on the track during races. Both have a white hood and roof, but still feature enough details to distinguish them in the race. The color scheme, sponsor stickers, and tires are largely true to the original and true to scale.

Technology:
Unfortunately, the 27266 also doesn't have any lights under the covered headlights (which would certainly shine through unsightly), so this would require a talented hobbyist. I would prefer lights simply because of the digital upgrade and the possibilities it offers. The rudder position and immersion depth are okay; there could have been a few more millimeters of space at the front, but the handling is still good.

Processing:
The mirrors on the vehicles are very delicately executed, true to the original; for racing, I would personally disassemble the parts beforehand. The mirrors look great for the display case. On my model, the hole in the left mirror mount on the 27266 is not ideal, so the mirror falls off at the slightest touch. Otherwise, both models have straight axles, but the front axle could use some lubrication to ensure it runs freely for longer.

Driving behavior:
The Monza drives like the 70s counterparts of Ferrari, Opel and
Porsche and should be well integrated into a racing series together with them. Individual differences in best times are more attributable to the driver than the car. The standard tires grip quite well, but should be lightly glued. For operation without magnets, the tires require grinding.

Conclusion:
These visually and drivingly appealing vehicles are Carrera's way of expanding the "poultry show" of the 1970s and once again demonstrating the courage to branch out from the mainstream. Should buyers reward this, we can certainly expect more exotic cars from this exciting racing era.

CoMod JoergW

Carrera Evo/D132 Audi R8

Carrera Evo/D132 Golf GTI

Carrera D124 Chevrolet Corvette C6R Bad Boys

Carrera Evo/DIGITAL 132: Red Bull RB5 'Sebastian Vettel No. 15'

Review by CoMod Lotus of the Evo/Carrera D132 Red Bull RB5 'Sebastian Vettel No. 15' (27324/30517)

2010 marks Red Bull Racing's sixth year competing in F1. The team is owned by Austrian "Didi" Mateschitz, who launched the energy drink Red Bull in Europe and became a billionaire in the process.

The Austrian Formula 1 racing team, based in Milton Keynes, England, began sponsoring the Swiss Sauber team in 1995, but ended its involvement at the end of 2004 after acquiring the British Jaguar Racing team. Since the 2009 season, Australian Marc Alan Webber and German Sebastian Vettel have driven for the racing team.

Carrera's new Formula 1 car is the car of the 2009 season, the Red Bull RB5 (RB5 stands for the fifth racing car since the team's founding). The original has been powered by Renault engines since 2007, and the RB5 features the familiar 2.4-liter V8. This meant that the Red Bull team was significantly more successful than the Renault team itself in 2009; the French team only managed 8th place in the Constructors' World Championship, while the Austrians finished second.

The vehicle presented is Sebastian Vettel’s company car. http://www.sebastianvettel.de/

Born in Heppenheim, he is considered THE next generation talent after Michael Schumacher, a fact he has impressively demonstrated with numerous victories. In 2009, he was ultimately defeated only by Jenson Button.

Now some data about the model:
The RB5 is skillfully executed, with the powerful fin behind the driver striking. For me, the Red Bulls' livery makes them, along with the cars of their sister team Torro Rosso, some of the most beautiful in the Formula 1 field.

The Red Bull is, by the way, the first Formula 1 car with the new chassis! It features a narrow engine, fixed magnets, and a redesigned, narrower tail fin. The car is quite lively when accelerating (the EVO more so, as is the DIG132, but this was likely due to the engine variation in production).

The cornering is good, but that was to be expected given the track width.
There is also something new in the speaker decals: instead of the mirror foil, a picture with the signature of the likeable Swiss citizen adorns the current speakers of the Evolution or DIGITAL 132 models.

CoMod Lotus

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

Review by CoMod long on the Evo/Carrera D132 Red Bull RB5 'Sebastian Vettel No. 15' (27324/30517)

The design always works, it couldn't be more delicate, those were my first thoughts when unpacking the F1 Red Bull RB5.

It's really fun to remove the lid of the beautifully designed box and then take a closer look at the model, discovering all the truly amazing details. Red Bull logo, flaps, wheel covers, helmet design, tires, etc. The execution is truly excellent, considering the size and dimensions of the Red Bull. I don't think it could get any better.

After the visual delight, it was time for the road test. I admit, I was pleasantly surprised by the handling characteristics. The Red Bull sits firmly on the track, the magnetic grip is just right, not too strong. What I never liked was the rim concept and the accompanying treaded tires. But this is completely different: decent rims and slick tires. The combination of tires and the new/revised chassis and the pivoting range of the rudder contribute to the fact that truly great lap times can be achieved with this F1 car.

In comparison, I found the Evo a bit more lively than the digital version.

A MUST for Formula 1 and Vettel fans.

CoMod long

Carrera D132: Opel Manta A "Carrera

Carrera Evo/D132 Morgan Aeromax

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

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

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

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

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

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

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

CoMod JoergW

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

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

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

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

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

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

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

CoMod Lotus

Carrera D124 Mercedes W 125, 'No.35', AVUS 1937

Test report from CoMod martinmm on the Carrera DIGITAL 124 Mercedes-Benz W 125 'No.35', AVUS 1937 (23751)

With the Mercedes-Benz W125 Streamline, Carrera is not only launching a new edition of the exclusive 1999 car, but also a 'variant'. At least as far as the starting number is concerned.

The W125 Grand Prix racing car, designed by Rolf Uhlenhaut in 1937, competed with Rudolf Caracciola in the VI International AVUS Race on May 30, 1937, with a fully aerodynamic fairing. Also participating was the Auto Union Type C from Auto Union AG with starting number 33, also fully faired. These streamlined cars reached speeds of up to 380 km/h on the straights. Rudolf Caracciola achieved victory with an average speed of 250.33 km/h. Bernd Rosemeyer drove his Auto Union to the fastest average speed of a lap up to that point.
This was the fastest lap of a Grand Prix car for 37 years.

Apart from minimal body changes and new spoked rims, the Carrera vehicle is identical to the W125 #36 released in 1999.

Technology:
The vehicle is equipped with the latest D124 chassis generation. The most striking feature is the now internal magnets. As with the current D132/Evolution models, these are only accessible by unscrewing the body.

To do this, the engine mount must be loosened and the engine block removed. Then the center and rear magnets can be removed. The center magnet is still constructed in three parts. The front axle is now fixed instead of swinging. This gives the vehicle more stability when cornering in its original condition.

Optics:
I'm convinced that even non-fans of these vintage vehicles will enjoy them. Visually, they're truly eye-catching—especially when you remove the wheel covers and reveal the very delicate spoked rims.

Driving operation:
In their original condition, with their full magnetic system, they run as usual, just like on rails. There's barely any room between fast cornering at the limit and flying off the ground. Without the magnetic system, the narrow and profiled rear wheels quickly reveal the limits of their grip. The grooved profile reduces the contact area by another 50% – you're essentially riding on bicycle tires. That doesn't work.
You should at least grind the tires down enough to remove the tread. Then things will be a bit better.

I experienced the best handling characteristics with the two outer center magnets and 10g of additional weight in the center of the chassis. Grip is sufficiently high, but you still need to have some feel in your thumb when cornering to avoid the car just sliding around. Acceleration and braking are very good, even on long tracks.
Outside shoulders are essential in the corners. And that's when it's really fun!

The test vehicle had a problem in that not all four wheels were touching the surface plate. This was caused by a threaded bushing on the front axle mount that wasn't fully screwed in. After the adjustment, it finally fit. This was noticeable due to the severe skidding of the rear end during braking.

We can look forward to the Maserati!

CoMod Martinmm

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Test report from CoMod Mike... for the Carrera DIGITAL 124 Mercedes-Benz W 125 'No.35', AVUS 1937 (23715)

In 1999, the Exclusive Streamlines in the Avus basic package were already a sales success. They were relatively unknown in the slot car sector until then, and their historically futuristic exterior made buyers at the end of the 20th century dig deep into their pockets! Unfortunately, the beautiful exterior couldn't make the dedicated slot car driver overlook the rather poor handling! The overly long gear ratio, combined with the electronic circuit board, made the Streamlines
Besides the much too high keel, they are quite mediocre racers!

An additional magnet and later a change in the gear ratio made the beautiful vehicles better at cornering without having to take their foot off the accelerator 2 meters beforehand!
For me, placing washers under the guide keels was standard practice on these vehicles!

The announcement of the reissue gave me hope that
the new chassis revision of this Avus banked curve monster only advantages
will bring! And then you were there...

Out of the box and you'll look great!

Compared to the old Exclusiv, subtle additional color accents can be seen in the intake and exhaust areas of the body! The body essentially only needed to be modified at the bolt studs, and it received the usual threaded bushings. That means hurray: the old bodies can be equipped with new suspension if you use the old bolts here.

The only downside is the slightly orange starting numbers on the old version and the bright red ones on the new one. But this way, you can double the starting field!

But now for the endurance and comparison test on the SG-Stern wooden track, where the old Exclusiv racers were almost impossible to drive.

A slight bounce is, of course, quite normal, as with any standard plastic wheel. Nevertheless, the straight-line stability is quite decent. The cornering drift is very forgiving due to
The new rudder angle and the revised swing arm with spring ensure sufficient depth in the slot. Unmodified, the Silver Arrow handles significantly better than its older counterparts with the old swing arm!

With sanded tires, the car whirs almost like it does with aluminum pot-shaped rims! I'm absolutely thrilled! If you want to top it all off, you can install a rear axle mount from various professional workshops and insert ball bearings. A 6mm ball bearing can also be installed at the front thanks to the fixed axle without any rework. The problem, however, will likely be the pot-shaped rims with the matching spoked wheel look, so the tire covers will have to stay on!

But on the Carrera track, all this is not necessary, because with light tire grinding you have a lot of fun and you can also
Admire spoked rims without covers!

CoMod Mike...

Carrera Evo/D132 Golf GTi tuner

Review by CoMod JoergW on the Golf GTi Tuner
(analog 27230 / digital 30430)

1. Optics
Generation Carrera meets Generation Golf!
Introduced in 1976, the Golf Gti, with its 110 hp, was the most powerful variant to date of the VW Golf I introduced in 1974, which ultimately left its mark on an entire generation and lent its name to it. For many young people in the 1970s, the GTi was the dream of a sports car, but only a few could afford one. Used GTis and visually souped-up standard Golfs were the norm and represented constant competition to the significantly cheaper Opel Manta, Asona, and Kadett C coupes. With this model and, of course, the Opel Manta released at the same time, Carrera has now found a good entry into the 1970s theme. Carrera kids of the 1970s are now family fathers with hobby rooms, and before a train set can get into that space, alternatives are needed. The detailed look is well done with effect paint, an extreme tuning kit on the rear shelf, and the bunny. Back then, the Golf was called Rabitt = rabbit in the USA. Only the rear tires look a bit too heavy, but that could be due to the handling. I consider the rather large gap in the rear wheel arch to be a minor cosmetic flaw, which fortunately doesn't affect the handling and will unlock plenty of tuning potential.

2. Technology
The Golf also offers the new option of servicing the rear axle without disassembling the entire chassis. To remove the chassis, you need to unclip the rear panel with the exhaust tips. This gives access to the two rear body mounting screws. The angle of rotation of the guide keel is still good, but skidding in tight corners is rather rare, depending on your driving style.

3. Processing
The Golf makes a solid impression and exhibits no manufacturing defects. The plastic and workmanship can withstand the rough daily life on the slot-track highways and aren't easily damaged by a trip into the hedgerows. The interior of the car is quite cramped, and when reassembling a dismantled body, you have to be careful not to pinch any cables.

4. Driving behavior
At 100g, the GTi is surprisingly heavy for such a small car, which surprised me when I first picked it up. The tires were striking to me – less the attractive tread pattern than a completely new feel. The consistency of the tires promised grip, which was confirmed in the extensive driving tests. The very grippy tires make the GTi significantly more controllable than comparable vehicles with other tires. The GTi has sprint and cornering qualities and is hardly unsettled. With two magnets, it is very suitable for beginners and children, and can be adjusted to the increasing demands of the driver by gradually removing the two magnets or the distances.

5. Miscellaneous
Overall, a bold and appropriate choice of vehicle. Let's see how it's received and how it sells. Personally, I'd love to see a few more tuned cars from the '70s... everything I wasn't allowed to buy as my first car ;-) As the advert said: Just say we're driving a Golf. Sure, gladly.

CoMod JoergW
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Review by CoMod Lotus on the Golf GTi Tuner
(analog 27230 / digital 30430)

Lake Wörthersee in the Slot...
In 1975, a car was presented at the Frankfurt International Motor Show that would become the epitome of an entire car class and make history: the VW Golf GTI. Originally intended as a 5,000-unit competition car for motorsports, approximately 1.5 million units have been sold to date.

From the very beginning, the GTI was the target of tuners, both professional companies like Öttinger, as well as backyard workshops and the average home mechanic. The aftermarket industry supplied everything that made the car more beautiful, faster, or simply more eye-catching. And since its days as a used car, at least, everything imaginable has been installed on the GTI. The 1 Series GTI was a typical product of its era: low, wide, hard, with a spoiler. :-)

At the annual gathering of the VW scene at Lake Wörthersee, you can still marvel at all the things that have been done with the 1 Series. And now, the most coveted object of our automotive youth is available as a slot car from Carrera. In the classic tuner version with large rims, fat tires, and powerful spoilers.

Let's begin : This Golf also features Carrera's new chassis design with a removable axle unit for servicing the rear axle. Loosen one screw, and the entire block is out. The distance between the guide keel and the front axle is correct, and the guide keel's rotation angle is OK, but could be a bit less tight. The chassis is very stable and, above all, straight (the body screws at the rear are located under the panel on the rear bumper, by the way). The body itself is very robust, as you'd expect from Carrera. Removable mirrors are now standard, putting an end to the annoying search for them on the carpet.

The printing is very clean and precise, and the paintwork is top-notch. Details like the GTI grille and the nitrous oxide cylinders in the rear of the Golf are very nice. My favorite features are the two-piece rims with chrome rims. Looks are one thing, performance is another.

To put it bluntly : the little GTI lives up to its larger counterpart. Thanks to the strong magnets, the car drives like it's on rails. A car that's absolutely suitable for a child's room and that little ones will have lots of fun with. Advanced drivers can test their own limits by removing the center and rear magnets and the spacers, but the car generally remains controllable. It accelerates very well, and the visually appealing tires with their replica V-profile have very good grip. The 100g body isn't the lightest for a car of this size, but that means the car sits well in the slot. In terms of handling, there's no difference between the digital model and the analogue model; I tested both models.

Conclusion : I think the Golf is great and I'm already looking forward to other models. And, of course, to its direct competitor, the Manta. If Carrera were to bring out the wide Ford Capri RS or the Ford Escort BDA, the disco troika of the 80s would be complete!
CoMod Lotus

Carrera D124 Ford GT40

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

CoMod JoergW

Carrera Evo/D132 Chevrolet Chevelle SS 454 '70

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

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

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

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

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

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

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

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

CoMod Carrera 124

Carrera DIGITAL 124 Chevrolet Corvette Grand Sport

Carrera Evo/D132 Porsche GT3 RSR Felbermayr Proton Competition LMES 2007

Review by CoMod Mike... of the Carrera Evo/D132 Porsche GT3 RSR Felbermayr Proton Competition LMES 2007 (27260/30447)

optics
Selection and implementation of this variant is very well executed and enriches the
previous printings. For me personally, this printing variant is the
The most interesting one for the GT3 so far. The yellow logo doesn't exactly look harmonious
on the vehicle… but it acts as a color contrast on the track that you
not found so often otherwise.

Technology
Body: 30 gr / Total weight: 103 gr
The Porsche is slightly heavier than the BMW Z4 and only slightly lighter than the Audi R10. Looking under the body, you can see that weight-saving measures have been implemented... keep it up! The experts would like the grinders to be a bit lower, but they're sufficient for a production car. The rear unit, which can be removed with a screw, makes engine maintenance and tire grinding easier... a definite plus for me, and especially a relief during testing!

processing
Despite the many details, the printing is clean and so you can
Visually, there are no defects on this vehicle. The only thing that
could be criticized, was shown when removing the tires! Here the
outer half of the 2-piece rim. This is nothing dramatic and can
can be fixed with a few drops of superglue.

Driving behavior
- 8.7 seconds
- 8.4 seconds after tire grinding
Before grinding the tires, there was only a slight bounce on our fast straight. On the wooden track, this is an excellent start. Nevertheless, gluing the rims and tires, followed by grinding them to a smooth surface, is recommended, and will bring improvements not only on wood. Afterward, the car develops a very harmonious handling, and drifting without magnetic effects improves significantly, even if the lap numbers don't accurately reflect this. However, this is also due to the already good concentricity out of the box! Along with the Z4 and Audi R10, the GT3 exhibits the best performance on the wooden track, all of which are thoroughly recommended with appropriate tire treatment on wood!

CoMod Mike...

Carrera D132/Evo Ford Capri RS3100 Group 2, 1975

Carrera Evo Chevrolet Bel Air Coupe '57

Test report from CoMod Lotus on the Carrera Evo Chevrolet Bel Air Coupé '57
(27257 and 27258)

There is something new American on the market or in the slot track:
The 1957 Chevrolet Bel Air Coupe

The BEL AIR is not a model designation, but rather a reference to the highest-quality trim level of the '57 Chevrolet model. The simpler models were called "210" and "150." The Chevrolet generates its 140 hp from a 3,856 cc displacement, distributed among six cylinders. Other engines included two eight-cylinder units with 162 hp from 4,342 cc and 185 hp from 4,637 cc (the 4.7 could even produce up to 283 hp depending on the carburetor type). The car was popular with Americans, with exactly 1,499,664 units sold in 1957.

Carrera has released the Bel Air in 2 versions:
First, there's the "civilian version" as a two-door hardtop coupe in the classic two-tone red and white paint scheme, and second, the race version in black with a white roof, starting number, and sponsor logo. The race version isn't made up, by the way; these cars were actually raced in the '60s. And I actually like it better than the Plymouth Fury LEE PETTY, which was released at the same time, because I don't think it looks as toy-like (though that's probably due to the Plymouth's blue color; it has a Matchbox feel). The racer has a really well-executed paint job and appears more premium than the Petty.

About the Chevy itself:
The car's sheer size is impressive; if you compare it to the Opel Steinmetz, for example, you'll immediately notice how long it is. The car's size is also evident in its weight; the cars weigh 119 grams and 116 grams respectively. The weight is also noticeable when driving: The car sits firmly and surprisingly well on the track. The tendency I initially feared, due to the weight and the higher center of gravity compared to the Plymouth, didn't occur; I was pleasantly surprised. Due to their size, these cars already approach the handling of the 1:24 scale models.

Conclusion:
Another excellent vehicle for fans of American metal and a valuable addition to any fleet. By the way, if you're looking for a real Bel Air: www.chromjuwelen.com is currently selling one, so if the car is gone by now, the site is worth a visit anyway!

CoMod Lotus

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Test report from CoMod JoergW on the Carrera Evo Chevrolet Bel Air Coupé '57
(27257 and 27258)

The '75 Chevy is considered by many American enthusiasts to be one of the most beautiful "small road cruisers." Its tail fin and forward-projecting headlights in the fenders, as well as the then-new two-tone paint scheme, gave the vehicle a distinctive look and made it a favorite among the younger generation. The two-door sedan hardtop coupe without B-pillars, in the then-highest trim level available, the "Bel Air," is the 1:32 Carrera model from the Evolution series presented here. I will cover both vehicle variants in one report and discuss the differences accordingly.

Optics:
Both vehicles are very accurate replicas of the real thing and could have come from a brochure from that era. I haven't found a direct example of the "black racer," but the look is in keeping with the contemporary private teams. With the white roof and the appliqués, the black version also stands out well on the track. Personally, I prefer the civilian version of the bumper, the chrome one. But that's a matter of taste.

Technology:
There's nothing new here in either version. The keel angle could be a bit wider, and the restoring forces are okay. While vehicle weight and center of gravity are a popular, ongoing topic, they're not quite as crucial for these vehicles.

Processing:
The pickups were a bit frazzled coming out of the box, so I'm assuming they were inspected in China. However, Christmas buyers might think they've purchased a used car (even if everything else looks brand new). The racer has no front lights, while the red and white one has the light shining through the body. While this is easily fixable, it wasn't necessary.

Driving behavior:
Naturally, top speeds aren't possible for US vehicles with these dimensions and the prototypically high body. However, the vehicles can compete against other US vehicles in an American Historic Race. Otherwise, they make a nice change of pace while cruising around the track.

Conclusion:
I can't judge whether these vehicles will appeal to a sufficient number of buyers in Europe, but they will certainly have their fans in the USA and thus corresponding sales.

CoMod joergW

Carrera DIGITAL 124/132 Startlight

Carrera Evo/D132 Audi A4 DTM 2008

Carrera Evo/DIGITAL 132: Porsche GT3 RSR SuperGT 2008, No.33

Carrera DIGITAL 124 Ferrari 250 GTO

Test report by CoMod JoergW on the Carrera DIGITAL 124 Ferrari 250 GTO
(23714/23715)

1. Optics:
The Ferrari 250 GTO, one of the first vehicles whose shape was largely determined in the wind tunnel, dominated its racing efforts in the GT3 class and scored valuable points for the Cavallino Rampante's victories in the manufacturers' championship from 1962 to 1964.
When news of the planned release of the Ferrari 250 GTO leaked out, I couldn't believe it at first. One of my all-time favorite models comes in exactly the right scale... And now it's standing in front of me... in duplicate. Both models are impeccably painted and impress with their shape and numerous details. "Leather buckles" on the hood, air scoops, wire wheels... there's really a lot to see on this model, and I still haven't seen enough. Okay, enough raving. Both vehicles are largely of the static model quality, with minor compromises in the rims.

2. Technology:
The vehicle features the well-known Exclusiv or D124 technology. The vehicle is significantly narrower in scale than, for example, hot rods or the Corvette, but there's still plenty of room under the body and in the chassis for tinkering (for those who like it). The turnouts cleared better after I slightly loosened the screw under the guide keel. I usually don't adjust anything and drive the vehicles in their factory condition for a while before tinkering. However, the GTO didn't require any more work.

3. Processing:
Very solid and very detailed. The only minor flaw in the workmanship is the rims, where some material has accumulated in the spoke gaps, rather than breaking through. With such delicate spokes and the usual manufacturing processes, this is probably unavoidable. Simply pierce it with a needle or toothpick; there aren't that many.

4. Driving behavior:
The scale tires offer grip even without magnets, but allow the car to drift extensively, which is very fun and historically accurate for the model. The tuning tires or the center magnet are certainly suitable for racing with multiple cars. The tire edges should be chamfered, just like with most other vehicles, meaning they should be slightly angled. You'll have to adapt your driving style to the narrow car; the GTO isn't quite as easy to drive as the Corvette, but it's certainly no less fun.

5. Other:
I'm really excited to see what Carrera will be serving up in the way of early '60s GT cars. My appetite has already been whetted, at least for me.

CoMod JoergW

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Review by CoMod Carrera124 on the Carrera DIGITAL 124 Ferrari 250 GTO
(23714/23715)

One of the most expensive classic cars in the world…
First of all, I'll be making an exception and not writing anything about the original car in this review. For one thing, I'm not particularly interested in cars from the 1960s, and for another, the Ferrari 250 GTO is one of the most famous and expensive classic cars of all time.

Each reader can judge the model's implementation for themselves; I think the pictures speak for themselves. Two things particularly caught my eye: first, the rims. Their format is similar to those of the older Ferrari 250 GT SWB. However, the GTO's rims have a perforated design, which greatly enhances the overall appearance of the model.
Secondly, the exhaust pipes: The format seems a bit too large for this model. However, I couldn't find any suitable photos of the original vehicle that would have allowed for a reliable comparison. Therefore, this point remains my subjective assessment for now.
What is undisputed, however, is that the racing version 23714 and the presentation version 23715 are very similar. Hopefully, the future will bring significantly different color variants. Fortunately, the real-life models offer something in this regard.

Let's turn to the technology: As can be seen in the photos, the vehicle has a relatively narrow track. The chassis features all the familiar elements: a separately removable transmission block, height-adjustable front and rear axles, and a swing arm. The latter, surprisingly, corresponds to those used in hot rods—the narrower version. The digital circuit board, on the other hand, has the almost square standard dimensions.

I always drive the 1/24 scale cars without magnets. Therefore, I immediately removed them and weighed the car before its first drive. The result: 200 grams! In absolute terms, that's not a small amount. Within the Digital 124 car range, however, the 250 GTO is way ahead of the rest. Even the '34 Hotrod is about 10 grams heavier, not to mention the other car types. These are acceptable conditions for racing.

The road test also ensured that I was no longer quite as disinterested in this type of vehicle as before: the Ferrari is extremely lively, and as long as you don't exceed the relatively small angle of rotation of the steering keel, the handling remains docile. The tire grip is also very good, which is consistent with my previous experience: the narrower and thicker the tires, the more grip the rubber compound used by Carrera develops. In terms of handling and lap times, the 250 GTO clearly beats the Ferrari 330 P4 and the Ferrari 575 on my test track. The weight difference and the tires make it possible. Therefore, the Porsche Carrera 6 and the Ferrari 250 GT, both of which are also digitally compatible, would be more suitable opponents.

Another note regarding magnetless operation: the front end of the GTO is relatively light. On my digital test track, the switch blade occasionally failed to reset when changing lanes. This problem can be solved by removing the compression spring on the front axle. This allows the front end to sit a little more firmly on the road. However, this problem does not occur when operating with magnets.

What is the conclusion?
This slot car will likely find plenty of buyers based on its looks alone. In my own D124 collection, however, the GTO will likely be used purely as a driving car or even as a ghost car.

CoMod Carrera124

Carrera D132 Porsche 911 Police

Carrera D132/Evo Audi A4 DTM Audi Sport Team Phoenix, "A.Prémat

Test report from CoMod JoergW on the Carrera DIGITAL 132/Evolution Audi A4 DTM Audi Sport Team Phoenix, "A. Prémat" (30560/27358)

Another DTM, another Audi?? Yes, indeed!!! A very nice example, but first of all: Who's fast again, A. Prémat? Right, there was something there! Successes in 2007 and 2008, a top Audi driver, then collisions in 2010, trouble within the team, and premature dismissal from his duties. Team Phoenix, under Ernst Moser, didn't let the Frenchman finish the season. Even though the ending was a bit gloomy, the Frenchman has nothing but good things to say about his former racing team.

Optics:
The Carrera model's vibrant blue paint scheme with a silver roof and colorful sponsor logos looks like a real race car and is very visible on the track. As with the other cars in the DTM series, great attention was paid to small details and authenticity. Unfortunately, this isn't always possible, as sponsor stickers on models sometimes attract hefty price demands from the rights holders! And who wants to accept hefty price increases just for an XYZ sticker? Well, everything's fine with this model—no white areas.

Technology:
The technique with the old rudder angle is familiar. Essentially, nothing new to report.

Processing:
The workmanship is flawless. The axles and rims fit perfectly and are free of wear. The tires, which have good grip, could be glued on and break at the edges. However, some caution is advised here, as the material, true to the scale model, is quite thin and has a low profile. At least for home track users, occasional tire adjustment should be sufficient.

Driving behavior:
The A4 drives smoothly and very quietly. Taking the "old turning angle" into account, the car is very easy to control on all types of tracks. In the test, it ran at 14.4-14.8 volts and magnets, which most people probably drive at home. Thanks to the "old chassis," the magnets can still be easily removed without disassembling the car, which I used for a short trip without any optimization using lead, etc. What can I say? It's fun! But the drift-inhibiting rudder stop does come on quite quickly.

Miscellaneous:
To secure the rather delicate rear spoiler during transport, Carrera has designed a transparent attachment that slides on from the rear. The attachment then sits flush with the narrow side of the box, making it very effective. Unfortunately, this means that the rather stiff fastening screw cannot be installed in the most convenient, finger-friendly position.

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

Test report by CoMod Carrera124 for the Carrera DIGITAL 132/Evolution Audi A4 DTM Audi Sport Team Phoenix, "A. Prémat" (30560/27358)

No, the gentian isn't blooming here. However, the light blue Audi A4 DTM of the Phoenix racing team certainly brings some color into play.

This car was originally driven by Frenchman Alexandre Premat in the 2010 season. Both gained notoriety through a horrific crash during the penultimate race at the Adria Raceway in Italy.

In this accident, the car was completely destroyed, but the driver fortunately suffered only minor injuries. After this incident, Audi and Premat parted ways, and he was replaced for the final race of the season by Chinese driver Darryl O'Young. O'Young, in turn, was unable to start the race as planned because he also severely damaged the newly rebuilt car in a practice accident.

No news on the technical side: The Audi still has the older-generation suspension, which has been used unchanged in this vehicle type since 2008. The workmanship and tire grip are flawless, only the cable to the pickups was somewhat poorly routed inside the car, which caused the guide keel to rotate a bit jerkily in one direction.

Conclusion: Color makes life colorful – and also the DTM fleet.

Carrera Evo Porsche 911

Review by CoMod Carrera124 on the Carrera Evolution Porsche 911
(27242)

Porsche 911 and racetracks – they belong inextricably together. As early as 1964, miniature versions of the original 911 were making their rounds on the Carrera 132 Universal. In the 1970s, Märklin offered the 911 in a 1/32 Targa version for the Sprint system. In the 1990s, the then-current 964 was finally available in 1/24 scale in the Exclusive range.

A few days ago, Porsche unveiled the second, facelifted version of the 997 to the world public. The exterior changes are limited – besides redesigned front and rear aprons, the new LED lights at the front and rear are particularly noticeable. The more interesting innovations are hidden beneath the sheet metal – in addition to a new engine generation with direct injection, the interior, including the infotainment system, has also been updated. The biggest innovation, however, is the optional dual-clutch transmission, which allows gear changes without interruption of thrust. What slot cars have always been able to do – namely, accelerate from a standstill to top speed without pauses in gearshifts – the real 911 can now do too.

After only a brief delay, the scaled-down Carrera slot car rolled onto the test track. The designers and mold makers had perfectly mastered the shape – exactly what the 911 looks like. Compared to the catalog image, the color is neither dark nor metallic, but a vibrant, solid red. It suits the car perfectly. The black window frames are very precisely executed, as are the printed lettering on the front and rear. Even the wheel center hubs feature printed Porsche crests. A silver, relief-like mock-up of the engine can be seen beneath the rear apron.

An AutoArt slot car used for comparison shows that both cars are visually in the same league. If there's anything to criticize about the Carrera model, it's probably the externally visible LEDs in the headlights. In comparison, the crew of the AutoArt 911 seems unrealistic and gives off the visual impression of lifeless mannequins. Some might find the Carrera model's ground clearance a bit too high. It should be noted that a real 911 also has relatively high ground clearance. An Evo display box can easily be pushed under the side skirts, and there's still plenty of room.

The technology and chassis offer few surprises, with familiar elements: the removable engine-transmission block and the relatively large guide keel unit. The guide keel itself is positioned just in front of the front axle—not ideal, but acceptable. The chassis largely corresponds to that of the 911 GT3 RSR in the midsection, with the front and rear having different shapes.

Two other slot car manufacturers have famously given their racetrack 911s real rear-mounted engines – Carrera, thankfully, has refrained from such experiments and opted for the classic inline-engine solution. The interior is therefore kept rather flat in the rear area, with the dashboard shaped about halfway. Considering the technical constraints, this is a sensible compromise. The tires have a fine profile and offer an average level of grip: I've had Carrera tires with better grip, but also worse ones.

Retrofitting the digital circuit board is a quick and easy process – the tangle of cables needs to be carefully tucked away, but the chassis provides ample space for it. Some caution is required when mounting the body on the chassis: first, the rear LEDs must be neatly threaded into the taillights, then the front LEDs.

For the road test, I completely removed the rear magnet and adjusted the center magnet to maximum ground clearance, as always. All spacers were removed. The performance is very appealing – the car is very lively and the handling is very neutral. This means that, depending on your preference, almost any drift angle can be achieved in corners, but maintaining a clean line is also no problem. The magnetic adhesion is relatively weak and therefore probably contributes significantly to the good handling. Tight K1 combinations don't unsettle the car, and there's no skidding.

The rear lights shine through the plastic a bit, so there's still room for improvement. The front lights offer a very rich light output, so night racing wouldn't be a problem.

Conclusion: For me, this is the best and most beautiful 1/32 model of the year so far. Excellent looks combined with very appealing handling—you couldn't ask for more.

CoMod Carrera124

Carrera Evo VW Scirocco GT24

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

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

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

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

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

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

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

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

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

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

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

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

CoMod Carrera124

Carrera Evo/D132 Audi R10 TDI

Review by CoMod Mike... on the Audi R10 TDI
(27261 / 30446)

Test environment: Club track (wood)
27m track length; 12 volt track voltage (14.8 volts too high!), non-magnetic strands (therefore no magnetic effect), wooden track: high requirements for concentricity and chassis geometry

Vehicle setup:
ootb (with both magnets), after ootb test additional grinding of the tires.

1. Optics:
- The design was very nicely implemented despite the space problems typical for the LMP design.
- The vehicle appears somewhat high above the road. Compare to original images.
but show that the side flank is comparably high in the original!
2. Technology:
- Body: 23 gr Total weight: 104 gr.
- The ground clearance of the Audi is sufficient and still leaves room for tire drag.
- Of course, the R10 also uses the new engine/rear axle module. This makes servicing very easy. Only one screw needs to be loosened… and changing tires, grinding tires, oiling the engine… is quick and easy. An advantage not only for quick pit stops during endurance races!

3. Processing:
- Printing clean

4. Driving behavior:
- 8.6 seconds
- 8.3 seconds after tire grinding
- Very smooth running without any modifications. The car runs sufficiently smoothly and very quietly on the hardwood track. Therefore, tire grinding only resulted in a slight improvement in cornering.
- The grip on the wooden track is very good despite the lack of a magnet.
- No rollover due to the vehicle's typical dimensions. The Audi's low center of gravity allows it to corner very well. Only the untreated tires cause a slight "stamping" in the corner.
- This slight stamping in the curves is prevented by the prototypical hard
Tire edges are reinforced, which can be achieved by grinding and rounding the
The rear tire has been significantly reduced. The R10 thus demonstrates comparable wooden track suitability to the BMW Z4 and promises plenty of driving fun even for the most demanding slot car driver!

CoMod Mike...

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Test report by CoMod JörgW on the Audi R10 TDI
(27261 / 30446)

Audi R10...the legend continues.
After Audi's first victory in 2000 with the Audi R8 – which looks very similar to the Audi R10 presented here – the company with the rings in its radiator grille is firmly established as a permanent winner. Isn't that right? Well, okay... In 2003, a green Audi, which could call itself a Bentley, won the race. But after that, the company's internal Bentley Boys experiment came to an end, and Audi once again took the top spot under its own flag.

Carrera even included the Audi R8R in its assortment in the not-yet-successful 199cc version, as a counterpart to the then-winning BMW V-12 LMR. This tradition will be continued in 2008 in both scales with two different cars in two versions each.

The new Audi R10 from the Evolution or DIGITAL 132 series appears well-proportioned and finely detailed, right down to the flexible, shatter-proof antenna. In direct comparison, the Audi R8R model from 1999 still looks quite clumsy. Nevertheless, the new Audi R10 is not a display model for display; it was designed for racing and play. The approximately 1 mm-high letters of the driver names are cleanly printed and easily legible. The rest of the printing is also abrasion-resistant.

The tires sit attractively in the wheel arches, but could use a bit more grip when driving without magnets. The tires on the new Carrera VW Golf...well, just the rubber compound, of course...that would be nice. The ground clearance appears to be a bit higher than the original, but that in no way detracts from the excellent overall visual impression.

The test model had no technical issues whatsoever. Tires, axles, guide keel, pickup… everything was manufactured flawlessly and precisely. When fully equipped with magnets, out of the box, the vehicle was very quiet, fast, and very safe to drive.

Acceleration and driving fun with great drifts are achieved by removing the magnets proportionally—as you get used to the car and your own driving skills. When drifting on the inside of Turn 1, you sometimes want a little more angle of rotation of the guide keel. A Dremel or similar tool, or a file, easily fulfills this wish. However, you should proceed in very small steps...what's gone is gone.

For me, the Audi R10 isn't a surprise guest at the party, but it's an old friend in a new guise, one I always enjoy playing with. Besides the Porsche Spyder, the GT cars from the current range are also suitable playmates.

CoMod JörgW

Carrera Evo Hot Rod '32

Review by CoMod martinmm on the Carrera Evolution '32 Hot Rod
(27268)

The vehicle makes a rather understated visual impression due to its subtle color scheme – but impresses with high-quality details such as absolutely clean printing, dirt effect over the rear wheels, two-tone rims and filigree design of the fittings.

processing
On the test model, the chassis is slightly warped, causing one front wheel to hover slightly. This has a somewhat detrimental effect when braking and accelerating—the rear end of the vehicle tends to veer slightly to the side.

Technology
Due to its design, the guide keel is positioned far back and about 1-2mm too high. It weighs relatively light at 92g (without magnet). The front axle is clipped in from behind, which sometimes causes it to jam when hitting the guardrail, but also prevents it from bending.

Driving behavior
Whether with the rear magnets removed or completely without the additional magnets, the '32 HotRod is very comfortable and controlled to drive. Without the center magnet, the car is more prone to skidding due to its very light front end. The large rear wheels increase the gear ratio—this slightly impairs acceleration and braking performance, but given the low weight, this isn't too detrimental on home tracks. On larger tracks, however, the car achieves a respectable top speed thanks to the long gear ratio, which, however, requires a long braking distance.

Conclusion
With the center magnet in place, the '32 HotRod can be driven swiftly and with control, both through tight corners and with elegant drifts around large curves. The vehicle represents a visually appealing alternative to fully sponsored race cars. Driving pleasure included.

CoMod martinmm

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Review by CoMod lotus on the Carrera Evolution '32 Hot Rod
(27268)

Carrera has been offering hot rods for a few years now . The term "hot rod" refers to specially tuned older cars. The term literally means "hot connecting rod," and has been used to describe these cars since the 1940s. Originally, old, inexpensive cars were used to build hot rods, with their weight reduced and a significantly more powerful engine installed.

In the 1940s, soldiers returning from World War II and well-off young people found an inexpensive way to compete in drag racing. Therefore, the first hot rods, or rather their owners, can be considered pioneers of drag racing. Hot rodding still constitutes a kind of automotive subculture, although it has long since separated itself from the former lifestyle associated with it (especially from the 1950s). Nevertheless, a certain degree of rebelliousness still clings to the image of the hot rodder.

The classic basis for hot rods was and still is all small cars available at the time, such as the Ford Model T and Model A, with the most popular models probably dating from 1932 and 1934. The US customizing scene has a variety of categories, which are distinguished from one another by clearly defined stylistic rules (especially with regard to the body styles and models used). Vehicles tuned accordingly up to 1949 are referred to as hot rods.

Here we have one such example from 1932, in 1:32 scale. The '32 Ford isn't a representative of the rat rods; rather, it's meant to represent an older, somewhat worn-out representative of its genre, which is also indicated by the name "Still High Performance."

I really like the Ford, although I've always been a fan of used-looking cars. The paint job is clean, and the dirt splashes look realistic. The overall look is very harmonious and doesn't look toy-like. With the wide rims and tires, the whole car looks very beefy, and the open chrome engine and side pipes fit perfectly. Only the yellow grille looks a bit odd, but if you don't like it, you can always repaint it... ;-) And I still don't know what the chrome barrel in front of the radiator means.

Let's move on to the workmanship: Everything is very well made, except for the side pipes, which are a bit wobbly. The body is quickly unscrewed from the floor plate; the screws at the rear are hidden behind the chrome cover, which is only attached. Due to the model, the chassis is very cramped, so be careful not to pinch any cables during assembly. The entire car weighs 99g. This vehicle also features the now well-known separate rear axle unit. Just unscrew one screw, and the entire block can be removed for maintenance. The rear axle, which is mounted in brass, can also be easily clipped out and replaced if necessary.

How does it drive? It's easy to maneuver! The strong magnets make it difficult to steer off track, and if you approach tight corners too quickly, it tends to tip over, but that might also be due to the tester, who is clearly not one of Germany's best drivers. Joking aside, the car handles really well, but if you remove the magnets, it's a bit more challenging. The wide track makes it very easy to handle. The Ford is fun to drive, a car equally suitable for beginners and advanced drivers.

CoMod lotus

Carrera Evolution Dodge Charger

Review by CoMod lotus on the Carrera Evolution Dodge Charger (27250)

Street Racing Technology…
The abbreviation SRT in the new Dodge Charger MOPAR by Carrera stands for the EVOLUTION system. And SRT and MOPAR pretty much make it clear what this car is all about: lower, wider, and more powerful!

Muscle cars have a long tradition at Dodge. The first Charger was successfully presented at auto shows in 1964 and sold by dealers as the Dodge Charger 273 starting in 1965. Since then, there have been several models that have attracted attention primarily through performance; the last proper Charger was built until 1978.

In 2005, the Charger series was revived by the DC Corporation (now also history). The current Charger is based on the Dodge-Chrysler LX platform, which also powers the Chrysler 300 and the Dodge Magnum. The base version of the new Charger is the small SE with a 3.5-liter V6 producing 253 hp.

Sufficient power for such a car?
Not in the US. There, something like this can always be bigger, better, and faster. And that's exactly why the SRT8 was launched in 2006. The upgraded Dodge is powered by a 6.1-liter V8 engine that delivers 425 hp and 420 Newton meters of torque to the drive wheels. This allows the original large four-door to 100 km/h (62 mph) in five seconds.

Carrera marketed this modern displacement monster on wheels exclusively as a MOPAR. MOPAR stands for Motor Parts, a company originally founded by the Chrysler Corporation that today supplies the market with parts for vehicle tuning and motorsports. See the company's truly worth-seeing official website: www.mopar.com

The MOPAR SRT impresses with its brutal appearance, dominated by the enormous air scoop with the Dodge Ram logo on the hood. The red paintwork with racing stripes on the sides, along with the matte black stripes across the entire vehicle, give the car a "get out of my lane!" look. The extra-wide rear tires do the rest. The driver, of course, also wears red and black, sporting a neatly printed full-face helmet. Overall, a vehicle with impressive looks, but not one that appeals to everyone. Among us CoMods, the car received mixed reactions; I like this kind of car. I'd rather have a Charger than a tinkerer's shop like the KTM X-Bow.

Enough information, let’s start with the technical part:
Disassembling the car is quite simple. As with most Carrera cars with lights, you first lift off the front and then thread the lights out of the rear. When reassembling, the process is reversed, of course. Inside is the familiar circuit board, which can be replaced with the DIGITAL132 board (item no. 26732), making the car suitable for use on digital tracks after conversion.

The chassis is as usual: removable axle unit, the large guide keel unit with the double sliding contact, center and rear magnets. The guide keel is located in front of the front axle and sits neatly in the slot; the rotation angle could be a bit larger. However, the guide keel is not as stiff as on other models, eliminating the need to remove the spring.

Let’s get to the driving test:
The Charger is no lightweight; the entire car weighs 120 grams. A lot for a 1:32 scale model. But the slightly higher weight also makes it a very compliant vehicle to drive.
Thanks to the aforementioned rear tires, it has a very wide track and thus corners very well. There are more agile cars, but they have to be as easy to control as the Dodge. A racetrack car that's especially suitable for children and beginners, and can be controlled very well even without the two magnets.

Conclusion:
A car that polarizes: You either like it or you don't. Those who like it get a slot car that stands out in a refreshing way from the monotony of the DTM, FIA GT, and whatever racing series they're called. And it drives quite well, too...

CoMod lotus

Carrera Evo/D132 BMW Sauber F1.07 / McLaren Mercedes

Review by CoMod Mike on the Carrera Evo/D132 BMW Sauber F1.07 & McLaren Mercedes
(27246, 27247 and 30439) & (27277, 27278 and 30457)

World champion at the second attempt!!!
So, it wasn't the car's fault... but whether the 1:32 scale car delivers what the original promises on racetracks around the world, it had to prove on the wooden track at SG Stern in Sindelfingen! Can I even impartially judge an F1 Silver Arrow from Carrera on the Mercedes-Benz corporate sports race track in Sindelfingen? ;-) So, I was skeptical in principle, but more so regarding the demands of a wooden track compared to a medium-scale, real-life F1 racer!

The initial visual assessment quickly left no doubt! Visually, the 2008 F1 cars from Carrera are world-class!!! And not just the helmet print of Lewis Hamilton's Silver Arrow! The attention to detail in the mold is also extremely well executed. Unfortunately, this does not have all positive aspects, because the delicate connection of the large front spoiler has a minor Achilles heel on this car. Even during delivery, the front spoiler can sometimes be loose in the box! Fortunately, this has no effect on the handling! The spoiler can be easily reattached and, if necessary, secured with a drop of adhesive!

But let’s get to the driving behavior on the wooden track:
Track data: 27m wooden track, 4-lane, 12 Volt, non-magnetic strands
I would have expected a very sensitive car at full throttle and in corners... but... despite the hard and perfectly flat track, the McLaren tracked cleanly and even in faster corners the car didn't jump out of its slot! I can say one thing in advance, though. No matter which F1 from the 2008 production run: the handling is comparable and has nothing to do with the actual F1 placings in 2008! Regardless of whether it was a world champion or not... If a car steps out of line, it's due to space constraints! F1 cars aren't exactly blessed with a lot of space due to their prototypical front axle, which is why you should pay special attention to the guide keel and its wiring. If the guide keel is stiff and no longer snaps into its neutral position on its own, the body should be removed and the wiring checked for tight spots. Cornering behavior should then be significantly improved!! If the car still has a slight bounce, just check the tire seat on the rim. Even with unsanded rear tires, the handling on a large wooden track is flawless. Sanding the rear tires can never hurt, though, which may be unnecessary with the Carrera track!

All in all, a beautiful vehicle that not only looks great in the display case - but is also a joy to play on the wooden track!
Have fun!!!

CoMod Mike

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

Review by CoMod Lotus on the Carrera Evo/D132 BMW Sauber F1.07 & McLaren Mercedes
(27246, 27247 and 30439) & (27277, 27278 and 30457)

2008 was the most successful year in the history of the BMW-Sauber Formula 1 team. BMW separated from its previous partner Williams after the 2005 season and is now continuing its Formula 1 involvement with its own team. In return, it acquired a majority stake in Peter Sauber's former racing team on January 1, 2006. The Swiss location of the former Sauber team was also retained, and the majority of the Sauber team was taken over.

In its third year in the highest motorsport category, the team from Munich and Hinwil says it has achieved all of its self-imposed goals. The undisputed highlight of the past season was the Canadian Grand Prix: In Montreal, Robert Kubica celebrated the first victory for the BMW Sauber F1 Team. Nick Heidfeld rounded off the triumph with a runner-up finish. The team also celebrated a pole position, two fastest laps, and a total of eleven podium finishes. Consequently, after 18 races, the team had 135 points, more than ever before. In the Drivers' Championship last season, Robert Kubica finished 4th, while his colleague Nick Heidfeld was 6th. In the Constructors' Championship, the Bavarians from Switzerland even managed an outstanding 3rd place thanks to their consistently good results, a long way behind the fourth-placed Renault team.

The two Carrera models , however, are the models from the 2007 season, while the BMW Sauber F1.07 features the 2008 livery. The traditional Nuremberg-based company has had both cars in its range since this year: Kubica's No. 4 (item no. 27247) and Heidfeld's No. 3 (item no. 27246). Both Formula racers feature the driver names on the box, and the helmets feature the original livery (unlike other teams, where model car manufacturers have to pay license fees for driver helmets and names, for example). Speaking of livery and paintwork: The two white and blue cars are truly immaculately executed; note especially the BMW logos and the T-Systems lettering. It couldn't be more refined.

The chassis is a familiar one. As Chris already wrote about the Renault R28, the chassis and individual modules are identical; only the outer contours and, where appropriate, the wheelbase have been adapted to the respective body shapes. As a result, the cars all handle very similarly, thankfully. The BMWs are no exception: they accelerate well, corner well, and are pleasantly quiet. My BMWs were a bit slower than the Renaults, for example, but this could be attributed to the normal engine variation in production. Or perhaps to the somewhat short test track I had set up.

The two Carrera race cars were already extensively tested at the BMW Sauber F1 Team Race Club fan event, where they demonstrated their competitiveness. Will they perform similarly well on their home tracks? It's up to you! ;-)

CoMod Lotus

Carrera Evo Audi R8

Review by CoMod Lotus on the Carrera Evolution Audi R8
(27240/27241)

Does the 911 look old now?
Alert in the left lane: Audi is closing in on Porsche. With an aggressively styled R8 that's set to overtake the iconic 911. That was the headline in AUTOBILD in June 2007. And truly: Audi has never been so close to dethroning the classic sports car from Zuffenhausen.

The 420 hp mid-engined car is the most powerful weapon Audi currently offers (let's leave the RS4 aside for now) :-). The 2008 all-wheel-drive car in the sports car class impresses with its aggressive exterior, featuring the inimitable front end with its two LED headlights, the 19-inch rims, the color-contrasting unit behind the driver's doors, and, of course, the mid-engine under the rear window, which can also be illuminated with LEDs upon request.

In the aforementioned test, the Porsche 911 wins the duel because, after considering all aspects, it is the better car overall. However, on the Eurospeedway racetrack, the 911 was literally blown away by the Audi; 2 seconds per lap is a world of difference. And the car-loving dad can now recreate this duel with his son on the Carrera track at home.

After Carrera launched the facelifted Porsche 997 in analog and digital versions this year, the worthy rival vehicle for the 911 is now launching: the Audi R8 for Carrera EVOLUTION and DIGITAL 132. For DIG132, the car is currently available in red (item no. 30436), for EVO in ice silver metallic (item no. 27240) and mugello blue (item no. 27241).

I tested all 3, here are the results:
The body is cleanly crafted, with no casting burrs to detract from the appearance. The paintwork is cleanly executed, and the Audi rings and R8 logo are delicately printed. The V8 engine, visible even in the model, is brilliantly executed; after all, they could have gone for the simple solution and installed the carbon fiber covers available on the original car. I like the driver. I think it's great when a racetrack manufacturer keeps producing different driver figures; otherwise, it gets really boring in the cockpit after a while. The rims are a two-piece design, as with recent Carrera models, and the tires, of course, have treads.

The model is easy to disassemble, but during reassembly, care should be taken to carefully thread the light units/LEDs back into the body to ensure nothing gets caught. The lighting works perfectly, by the way. On one of the three cars, two tires were glued to the rim with superglue residue, but this can be easily removed. On the other hand, there are no more falling-off rims. The entire Audi weighs 107 grams (no difference between the digital and analog models), making it 7 grams heavier than its direct competitor from Swabia.

The removable axle unit is familiar from the other models, as is the large guide keel unit with the double sliding contacts. The guide keel is located in front of the front axle, and the distance between the guide keel and the rear axle is perfectly balanced, which you'll also notice later when driving. The guide keel sits neatly in the slot.

And how does the Audi drive now?
Good-natured! Others would say neutral, but I think you can't go wrong with this car. It's lively, handles very smoothly, corners well, and can be drifted in a controlled manner even with a magnet. Without magnets, the Audi is even more fun. Overall, the R8 handles similarly to the 911, making it a suitable opponent in this respect as well.

Conclusion:
For me, the Audi is a real asset on the track. If I still prefer the Porsche, it's not because of the model, but because of the brand. ;-)

CoMod Lotus ---------------------------------------------------------------------
Review by CoMod JoergW on the Carrera Evolution Audi R8
(27240/27241)

Optics:
Beyond €100,000 for a full-scale car, the air is pretty thin, and Audi has certainly launched a promotional campaign that isn't cheap, trying to put its supercar, produced by quattro GmbH, on a par with its successful R8 racing car, both in name and appearance. I can't say whether this has really succeeded, but perhaps it has at least awakened the belief in some people that they have a civilian racing car. Technically, the civilian R8 comes from the Audi RS Sportsline rather than the factory's own racing department, which shouldn't be a bad thing for road use.
The Carrea models produced so far, in silver, dark blue, and red, don't look bad next to the Porsche 911. Only the areas behind the doors could have been more distinctly contrasted, like the original. Certainly a flaw, but overall, the visual quality is very high. The dark blue Audi R8 isn't quite as noticeable on larger tracks. Overall, the printing is very good and detailed. It's nice that they paid attention to the different license plates.
The storage in front of the windscreen and the engine area with the underbody are very nice
well-developed and realistic.

Technology:
I think the rear axle mount and removal option, introduced with the start of the 2008 model series, is fine. In the case of the Audi R8, special attention must be paid to the taillights when disassembling and reassembling the chassis. Due to the design, the assembly work is not entirely straightforward. Prototypical lighting was suggested, but certainly cannot be realized within normal and therefore affordable scales. Since the diodes had to be positioned quite far inward in the very narrow lamp area to avoid a toy-like appearance, the light output is lower than in other vehicles.

Processing:
The workmanship including the attachments and the printing is flawless in
the well-known evolutionary quality.

Driving behavior:
I didn't notice any significant performance differences among the Audi crew, but the R8 is, on average, slightly slower than the Porsche 911 models from the same model year. I think there's plenty of room for experimentation with tire grinding, bending the grinder, inserting oil cans, and so on... the things a home track tuner likes to do... even in 1:32 scale.

Conclusion:
I'm curious to see if the privately owned Audi R8, in a tuned version, will compete against the 911 and the like in the VLN or similar series, thus making it possible to have real racing versions. It's always good when Carrera already has a foot in the door ;-)

CoMod JoergW

Carrera Evo De Tomaso Pantera Size 5

Test report from CoMod Carrera124 for the Carrera Evo De Tomaso Pantera Gr. 5
(27263 and 27264)

Technical data:
Weight (complete vehicle with magnets): 111 grams
Weight (complete vehicle without rear magnet): 108 grams
Weight (complete vehicle without magnets): 104 grams
Weight (body): 34 grams
Length including spoiler: 145 mm
Wheelbase: 81 mm
Track width (front axle): 62 mm
Track width (rear axle): 62.5 mm

Overview of the color and country variants:
The De Tomaso Pantera is available exclusively in the analog range, initially in two color variants. Both are technically identical, feature front and rear lighting, and can be upgraded with digital technology.

The real model:
The Pantera is a well-known sports car from the Italian luxury manufacturer De Tomaso. The road version was produced in several series over a period of 20 years, from 1971 to 1993. Estimates of the production run vary between 7,000 and 8,500 units built. It's fair to say that the car was De Tomaso's most successful model. Like other Italian small-series sports car manufacturers, De Tomaso also relied on a proven American-made V8 for the engine.

Unfortunately, little information is available about the Group 5 racing version. Apparently, only a single example was ever built, and this car managed to qualify for ninth place at the 1979 Le Mans race, but was eliminated later in the race. The car was subsequently converted into a Group C version and still exists in this form today: the De Tomaso Pantera Gr. C.

Optics:
Due to the limited number of photos of the original car, it's difficult for me to evaluate the visual implementation of the body. In my subjective opinion, the front spoiler sits relatively high, but it seems true to the original. The wings are within reason, and the extremely wide and flat, wedge-shaped body still creates a spectacular appearance. The driver's seat is flat and unfussy – perfectly adequate for a slot car. The gearshift lever, however, would have been better left out, as its position seems ergonomically questionable. The lettering is impeccable on both cars; the yellow, ochre, and brown color scheme sets attractive accents on the starting grid, and the black, red, and blue color variant is also clearly visible on the track. The latter is clearly a fantasy design, although it does bear certain similarities to the Group 4 racing versions.

Technology:
Just like the body, the chassis is impressive due to its sheer width. Apart from that, it contains all the familiar elements and can be upgraded with digital technology. Installing the digital decoder is straightforward, and there's plenty of space to safely stow the cables and connectors. The guide vane return spring is worth mentioning: while the DTM cars were already equipped with significantly softer and therefore smoother versions, the Pantera uses the older, harder version. Coincidence, oversight, or intentional? I don't know, but I hope that all cars will be equipped with the softer version in the future. The wheels, roughly in size, are those of the Porsche 935 Moby Dick, so they fall into the "road roller" category. The tire grip didn't initially convince me, especially because the tires don't fully contact the car's surface in their original condition. Sanding the tires brought a significant improvement.

Driving behavior:
I conducted the test drive with my standard setup: rear magnet out, center magnet set to the highest possible ground clearance. As expected, the De Tomaso offers very stable roadholding without any risk of tipping over, which is also helped by its relatively high weight. In tight corners, the handling is a bit hectic for my taste; the new DTM cars are noticeably more smooth and agile. Due to the car's enormous width, shoulders are highly recommended, and I imagine driving on the narrow soft-plastic tracks of competitors will be quite a challenge. All in all, the handling of the De Tomaso Pantera is comparable to the Porsche GT3 RSR, even though these cars don't really match visually.

Conclusion:
Following the Steinmetz Jumbo and the Chevrolet Dekon Monza, the De Tomaso Pantera is the third exotic car in the 1:32 scale fleet. Its performance matches its looks, and hobbyists and tuners will also find a good starting point. For 2009, I'd like to see more color variants, perhaps in the Alitalia or Martini design. I wouldn't be averse to body shells either. And since the car offers a lot of usable surface area for customization, it would also be well suited for the 2010 Club Model.

CoMod Carrera124

Carrera DIGITAL 124 Audi R10 TDI

Review by CoMod Mike on the Carrera DIGITAL 124 Audi R10 TDI (23716)

Test environment:
Club track (wood)
27m track length; 16/18 volt track voltage
Non-magnetic strands. Therefore, no magnetic effect.

Wooden track: High demands on concentricity and chassis geometry
Vehicle setup: ootb (with both magnets)
After ootb test additional grinding of the tires.

Optics:
The Audi team isn't exactly a diverse team. The silver-red or silver-yellow Le Mans prototypes are a familiar design on the 24-hour track and on our local racetracks. However, the matte black stripes enhance the contours of the Audi car and soften the boxy design somewhat. Carrera, of course, has to make compromises to fit the technology under the heavily constricted cross-section... but that's only noticeable in a direct comparison. Otherwise, it's a very beautifully executed model.

Some details are beautifully crafted... for example, various indicator lights on the steering wheel are color-coded. What may somewhat detract from the authenticity of the model straight out of the box is the high-legged front axle, which can easily be remedied with a highly recommended correction (see below).

Technology:
Body: 50g Total weight: 230g. The vehicle's technical design is of the usual high quality. Screws and threads allow for easy and precise disassembly of the individual components, albeit at the cost of weight. This does not, however, impair the handling.

Processing:
The rims run nicely and only the unmachined tires showed a slight wobble, which is normal for cast tires and less of a problem on the Carrera track.

There's nothing to complain about inside the car... the usual clean workmanship from the Exclusive generation. The printing is very clean, but the matte black stripes, which are sometimes difficult to access, had to be applied with a paint stencil in some areas... resulting in a slightly "blurred" edge.

Driving behavior:
I started with 16 volts in analog mode and had quite pleasant smooth running on the wooden track, with only slight bumping in the curve. Surprisingly, even with the high initial guide vane setting and axle position, the car barely moved out of the curve. Without any adjustments, I was able to achieve very consistent lap times of 8.8 seconds.

Under the "look" section, I already mentioned that the car appears a bit high-legged on the front axle! Therefore, the first thing I do on the Exclusiv and D124 cars is remove the leaf spring on the front axle. This is actually a must for a track without a crossing or steep incline. This allows the car to sink deeper into the slot with a slight adjustment of the swing arm screw, resulting in significantly more stable cornering.

Grinding the rear axle tires resulted in a significantly more comfortable ride. The lap times improved to 8.5 seconds, demonstrating that the handling was already quite good before grinding!

Switching to 18 V made the car significantly more fun on the large wooden track. Speed and acceleration were now in just the right ratio, and thanks to the tire modifications, even cornering was a pleasure, with the chassis weight supporting smoother drifting. Furthermore, the alternative gear ratios from the accessories range could be used to vary the setup depending on the track.

Conclusion
The design of the endurance prototypes proves its worth not only at Le Mans. The strength of these vehicles is also evident on the racetrack! Unfortunately, the color variety isn't as impressive as with the GT cars, which is why I would like to see more color from the manufacturers! The potential to become a club car on major tracks is certainly there, and the R10 also demonstrates its superiority on its home track...

CoMod Mike

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Carrera D132/Evo Ford Capri RS3100 Group 2, 1975

Carrera D132/Evo Ford Capri RS3100 Group 2, 1975

Carrera Evo Chevrolet Bel Air Coupe '57

Carrera Evo Chevrolet Bel Air Coupe '57

Carrera DIGITAL 124/132 Startlight

Carrera DIGITAL 124/132 Startlight

Carrera Evo/D132 Audi A4 DTM 2008

Carrera Evo/D132 Audi A4 DTM 2008

Carrera Evo/DIGITAL 132: Porsche GT3 RSR SuperGT 2008, No.33

Carrera Evo/DIGITAL 132: Porsche GT3 RSR SuperGT 2008, No.33

Carrera DIGITAL 124 Ferrari 250 GTO

Carrera DIGITAL 124 Ferrari 250 GTO