Vehicle reports

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

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

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 of 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

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

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
stated 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 change, axle change, 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
- Easy to unclip the front axles
- 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 visible. Therefore
High demands are placed on tire concentricity and chassis geometry.
The Z4 initially showed a somewhat unharmonious driving... which was particularly noticeable in
the curves due to the high grip on the wooden track by slight tilting
became noticeable. The easy removal of the rear axle motor module by 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
Revision was underway. 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 once again behind the wheel of the Schubert BMW Z4, also featured Hans-Joachim Stuck (Ellmau), successfully competing in the VLN series at the Nürburgring. The crowning achievement 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 detract from the visual appeal. Overall, 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 easily 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 actual pin breaks. Even after several crashes during testing—you have to push the vehicle to its limits, after all—neither the mirrors nor the delicate rear spoiler have come loose from the vehicle. The vehicle 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 basic package track, both with the full magnetic system out of the box and with gradually reduced traction. As with most evolutionary vehicles, the tires aren't miracles in terms of grip, but they're certainly usable. A quick glide on the track to break up the edges 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 for entry 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 if they never actually competed against each other, the Z4 does quite well in the LM-P and DTM... it's just a proper racing 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

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

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

The original was first presented at the Geneva Motor Show in 2007. Initially limited to 100 units (and already completely sold out), the X-Bow is an uncompromising vehicle. Audi four-cylinder turbo engines from 220 to 260 hp, a carbon monocoque, and a Brembo braking system. You won't find any useless child's playthings like air conditioning, a radio, etc. But the X-Bow has a very distinctive look. And that's precisely why I would never buy one. For me, a sports car also has something to do with design.

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

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

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

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

Conclusion : For me, this is the vehicle with the highest play and fun factor that Carrera currently has in its range, suitable for fathers and sons alike. If only it weren't so ugly... :-)
CoMod Lotus
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Test report by CoMod JoergW on the KTM X-Bow
(analog 27248)

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

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

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

4. Driving behavior
The orange and black X-Bow, weighing just 88 g, is the lightweight in the starting field and can certainly be optimized. Personally, I'd consider the modifications too radical. The narrow tires offer very good grip, only slightly less than the Golf GTi. The chosen version with a tread looks very appealing. Since the tire material used appears to be the same as in the Golf, the reason for the slight difference could be found in the tire width and the general differences in the vehicle construction. With both magnets, the X-Bow can be driven around the track without any problems, even by beginners, but it's only really fun with the center magnet. Drifting fun until the limiter kicks in. Definitely a fun car that can be driven quickly even on twisty home tracks with a high proportion of Turn 1!

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

CoMod JoergW

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

1. Optics
Generation Carrera meets Generation Golf!
The Golf Gti, introduced in 1976, with its 110 hp, was the most powerful variant of the VW Golf I introduced in 1974, which ultimately left its mark on an entire generation, or rather lent its name. The GTi was the dream sports car for many young people in the 1970s, but only a few could afford it. Used GTis and visually improved standard Golfs were the norm and represented constant competition to the significantly cheaper Opel Manta, Asona, or Kadett C coupés. With this model and, of course, the Opel Manta, which was 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 can enter the scene, alternatives are needed. The detailed look is well-executed with the special effect paint, 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 bold, 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 ample 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, the rear panel with the exhaust tips must be unclipped. This gives access to the two rear body mounting screws. The steering angle is still good; depending on your driving style, skidding in tight corners is rather rare.

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-tracks and aren't easily damaged even by a trip into the hedges. The interior of the car is quite cramped, and when reassembling a disassembled body, you have to be careful not to pinch any cables.

4. Driving behavior
At 100 g, the GTi is surprisingly heavy for such a small car, which surprised me when I first picked it up. What stood out to me were the tires – 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 a few more tuned cars from the 70s... basically everything I wasn't allowed to buy as my first car ;-) As the ad said: Just say we're going Golfing. 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 model for motorsports, approximately 1.5 million units have been sold to date.

From the very beginning, the GTI was the object of tuning, both professional companies like Öttinger, as well as backyard workshops and ordinary home mechanics. The accessories industry supplied everything that made the car more beautiful, faster, or simply more eye-catching. And since its days as a used car, at the very latest, everything possible was installed on the GTI. The 1 Series GTI was a typical product of its time: low, wide, hard, spoiler. :-)

At the annual gathering of the VW scene at Lake Wörthersee, you can still marvel at everything that has been done with the 1 Series. And now, the 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 angle of rotation 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 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 small GTI lives up to its larger counterpart. Thanks to the powerful 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 limits by removing the center and rear magnets and the spacers, but the car generally remains manageable. It has very good acceleration, and the visually appealing tires with the replica V-profile offer excellent grip. The 100-gram body isn't the lightest for a car of this size, but it also allows the car to sit well in the slot. In terms of handling, there's no difference between the digital and analog models; 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

Test report 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 streets, however, one encounters almost exclusively 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 arguably most legendary Manta, however, did not come from Opel, but from the Belgian company "Transeurop Engineering," abbreviated to TE. There, the 2.8-liter six-cylinder engine of the Opel Commodore was transplanted into the Manta, which, among other things, necessitated a slight extension of the front end. Customers also received bold fender flares, which also externally demonstrated that this was no ordinary Manta. Contemporary sources speak of fewer than 100 vehicles built.

Carrera has modeled its slot miniature on precisely this TE 2800, as evidenced by the "TE 2800" lettering embossed into the chassis. The car will be available in green in both the digital and analog ranges, the latter as a standalone vehicle and also as part of the "Tuner Classic" starter set. A red Manta in Carrera design 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 an absolute eye-catcher, even echoing the rims. The matte black hood and 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; this jacked-up look was probably 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 upgrades. The guide keel's rotation angle could be larger, but there's nothing wrong with its position. Setup is limited—as is almost always the case—to removing the rear magnet and setting the maximum 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 desloshing 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 from 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 car model introduced by Adam-Opel-AG in September 1970. It is a five-seat, two-door coupe with a water-cooled, four-cylinder front-mounted engine and rear-wheel drive. The Manta and Manta drivers were immortalized in the film 'Manta, Manta and Manta - The Movie,' just as the VW Beetle once was, albeit often with a rather ironic and derogatory tone. Countless songs—e.g., "Manta" by Norbert and the Cowards—and Manta jokes emerged about the Manta driver as one of the most widespread and highly stylized stereotypes for a kind of thug: a foxtail on the antenna, a six-pack in the back seat, a blonde—who's 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 characteristics considered embarrassing to others.

That's exactly what the new Manta from Carrera looks like! They couldn't have recreated this iconic Opel 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, 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 paint job is very detailed and clean; the only minor drawback on my model is the slight blurriness on the hood edge. One of my favorite things 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 child-friendly, 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's closer to the real thing than it wants to be. 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

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