CoMod Carrera 124 Test Report on Carrera the
Evo/D132 Plymouth Fury '60
(27253 and 27254)
Weights (Street Version):
Weight (Complete vehicle with magnets): 116
gramsWeight (complete vehicle without rear magnet): 113
gramsWeight (complete vehicle without magnets): 110
gramsWeight (body): 37
gramsWeights (racing version):
Weight (complete car with magnets): 110Weight
(complete car without rear magnet): 107
gramsWeight (complete car without magnets): 104
gramsWeight (body): 35
gramsDimensions (both versions):
Overall length: 167
mmWheelbase: 94
mmTrack width (front axle): 50
mmTrack width (rear axle): 50
mmOther:
The racing version has no lights. The weight differences between the two variants are due to the fact that, in the race version, the body sits lower on the chassis, while the street version has additional internal components as a result. In the street version, the front section is partially painted on the inside to prevent the lighting from showing through. It’s a shame they didn’t apply this measure to the taillights as well—the LEDs there are clearly visible through the glass.
Appearance (street version):
With the 1960 Plymouth Fury, they’veCarrera
put
an old-school classic street cruiser on the road. In my subjective opinion, the proportions of the body are very well captured. The two-tone red-and-white paint job offers an appealing contrast, which is carried over into the interior with the color scheme of the suggested seat upholstery. Even the transparent steering wheel hasn’t been overlooked, and in the cockpit we find a youthful-looking driver who, in true style, sports a remarkable Elvis-style quiff.
As was customary back then, the exterior look is rounded out by plenty of chrome and silver trim strips. Also worth noting are the truly beautifully designed wheel covers and the whitewall tires.
Appearance (Racing Version):
Compared to the street version, Lee Petty’s racing version is missing a few trim pieces, such as the side mirrors and the side emblems on the rear fins. In exchange, the driver has a racing helmet, and a roll bar is also included. The interior panel is shaped slightly differently; true to the prototype, the suggested back seat is missing here. There’s nothing to fault in the paint job or decals—the car is a real eye-catcher on the racetrack.
Technical Specifications:
As you can see from the technical data, these cars are true behemoths: long, narrow, tall, and heavy. These aren’t exactly ideal conditions for racing. However, with this type of vehicle, there’s naturally very little leeway—the Amish buggies of the 1950s simply have epic proportions, which remain even when scaled down to 1/32 scale. I won’t go into any further detail about the other suspension components; these should all be well known by now. Installing the digital control board is straightforward, and there’s enough space inside the cabin to accommodate the cables and connectors.
Handling (road version):
For the test drive, I removed the rear magnet and adjusted the center magnet for maximum ground clearance. With the 14.8 volts from the original power supply, the car handles quite aggressively. Due to its heavy weight, you obviously can’t set any best times on a normal race track with K1 hairpins, but I don’t think anyone would expect that from this classic. The handling and cornering, however, are surprisingly smooth—to be honest, I had some serious concerns about that. Thanks to the enormous wheelbase, the small steering angle of the keel doesn’t matter here for once—a K1 can be drifted smoothly and effortlessly. Length pays off—that’s been confirmed yet again. Handling improves even further when you reduce the driving voltage to about 12 volts, which suits the vehicle’s character: less frantic response, still sufficiently fast, and with a high level of relaxation.
Handling (Racing Version):
The slightly lower overall weight and the body’s lower ride height on the chassis provide slight advantages here, without, however, fundamentally changing the handling characteristics. Although the lack of lighting is true to the prototype, it should be taken into account for digital retrofitting in connection with the pit stop lane.
Overview of color and country variants:
In total, the Plymouth Fury is available in 4 design variants. At first glance, however, it’s not entirely clear which version is released in which country and in which format (analog/digital):
1. Street version in red and white:
27253 analog version (Germany and U.S. assortment)
30442 digital version (U.S. assortment only)
2. "Lee Petty" racing version
27254 analog version (Germany and U.S. lineup)
; no digital version, not even in the U.S. lineup 3
. Street version in black and white:
27255 analog version (only in the U.S. lineup)
30443 digital version (only in the U.S. lineup)
4. Custom version in
blue: 27256 (analog version, available only in the U.S. lineup)
; no digital version, not even in the U.S. lineup
. Conclusion: The Fury’s visual design is impressive. And despite the unfavorable conditions regarding weight and dimensions, most of this enthusiasm carries over to the driving experience as well. The prerequisite is that you have expectations and adopt a driving style appropriate to the vehicle’s character. This means: Lap record hunters should look elsewhere, while all other drivers can go ahead and buy it without hesitation. If you have the space for a larger oval track—which, unfortunately, I don’t—you can give this car a proper playground. On regular race tracks, however, the Plymouth Fury is better suited for relaxed cruising, which certainly has its own appeal.
CoModCarrera
124-------
-----------------------------------------------------------------
Review by CoMod martinmm ofCarrera
the
Evo/D132 Plymouth Fury ’60
(27253 and 27254)
CoMod hasCarrera
expanded its
lineup of large U.S. vehicles with an impressive model of the Plymouth Fury . The vehicle is being released in Europe in a street version and a race version. Two additional variants are also being released for the American market.
Appearance
: The street version stands out with its show-car appeal: a bold red paint job and a white roof—a real head-turner. The meticulously crafted chrome parts enhance the car’s elegant overall appearance. The race version, on the other hand, features a simpler design true to the original. No mirrors, windshield wipers, or other add-ons. The model replicates a car driven by Lee Petty. Petty ran one of the most successful NASCAR teams alongside his two sons. The feature film *Red Line 7000*, which aired on TV recently, gives a good impression of NASCAR racing back then.
Workmanship:
The visual and technical workmanship of both test vehicles is flawless.
Technology: Both vehicles feature the latestEvolution
technology and can be upgraded to D132. The street version is equipped with lights. The guide keel is positioned about 2 mm too high. The tires provide adequate grip for the vehicle.
Handling Test
on Home Track, 13 volts, without magnets:
Although quite narrow, the standard tires provide sufficient grip. Corners taken with finesse can be navigated with controlled drifts. Although the stabilizer fin is located under the front axle, the long wheelbase ensures pleasant drifting behavior.
Test on a club track, 13 volts, without magnets:
On spacious tracks—and with the higher top speeds that come with long straights—controlling the car becomes more difficult. This is also where the keel, which is positioned too high, becomes noticeable—the car slips out of the slot easily if you enter the turn even a fraction too fast.
Conclusion:
The cars offer a pleasant driving experience right out of the box, even when run without a magnet. Although the track is relatively narrow, it works well with the tires' grip. A setup with a center magnet is recommended. For fans of historic NASCARs and classic street cruisers, this is certainly an interesting addition to their collection.
CoMod martinmm
(27253 and 27254)
Weights (Street Version):
Weight (Complete vehicle with magnets): 116
gramsWeight (complete vehicle without rear magnet): 113
gramsWeight (complete vehicle without magnets): 110
gramsWeight (body): 37
gramsWeights (racing version):
Weight (complete car with magnets): 110Weight
(complete car without rear magnet): 107
gramsWeight (complete car without magnets): 104
gramsWeight (body): 35
gramsDimensions (both versions):
Overall length: 167
mmWheelbase: 94
mmTrack width (front axle): 50
mmTrack width (rear axle): 50
mmOther:
The racing version has no lights. The weight differences between the two variants are due to the fact that, in the race version, the body sits lower on the chassis, while the street version has additional internal components as a result. In the street version, the front section is partially painted on the inside to prevent the lighting from showing through. It’s a shame they didn’t apply this measure to the taillights as well—the LEDs there are clearly visible through the glass.
Appearance (street version):
With the 1960 Plymouth Fury, they’ve
As was customary back then, the exterior look is rounded out by plenty of chrome and silver trim strips. Also worth noting are the truly beautifully designed wheel covers and the whitewall tires.
Appearance (Racing Version):
Compared to the street version, Lee Petty’s racing version is missing a few trim pieces, such as the side mirrors and the side emblems on the rear fins. In exchange, the driver has a racing helmet, and a roll bar is also included. The interior panel is shaped slightly differently; true to the prototype, the suggested back seat is missing here. There’s nothing to fault in the paint job or decals—the car is a real eye-catcher on the racetrack.
Technical Specifications:
As you can see from the technical data, these cars are true behemoths: long, narrow, tall, and heavy. These aren’t exactly ideal conditions for racing. However, with this type of vehicle, there’s naturally very little leeway—the Amish buggies of the 1950s simply have epic proportions, which remain even when scaled down to 1/32 scale. I won’t go into any further detail about the other suspension components; these should all be well known by now. Installing the digital control board is straightforward, and there’s enough space inside the cabin to accommodate the cables and connectors.
Handling (road version):
For the test drive, I removed the rear magnet and adjusted the center magnet for maximum ground clearance. With the 14.8 volts from the original power supply, the car handles quite aggressively. Due to its heavy weight, you obviously can’t set any best times on a normal race track with K1 hairpins, but I don’t think anyone would expect that from this classic. The handling and cornering, however, are surprisingly smooth—to be honest, I had some serious concerns about that. Thanks to the enormous wheelbase, the small steering angle of the keel doesn’t matter here for once—a K1 can be drifted smoothly and effortlessly. Length pays off—that’s been confirmed yet again. Handling improves even further when you reduce the driving voltage to about 12 volts, which suits the vehicle’s character: less frantic response, still sufficiently fast, and with a high level of relaxation.
Handling (Racing Version):
The slightly lower overall weight and the body’s lower ride height on the chassis provide slight advantages here, without, however, fundamentally changing the handling characteristics. Although the lack of lighting is true to the prototype, it should be taken into account for digital retrofitting in connection with the pit stop lane.
Overview of color and country variants:
In total, the Plymouth Fury is available in 4 design variants. At first glance, however, it’s not entirely clear which version is released in which country and in which format (analog/digital):
1. Street version in red and white:
27253 analog version (Germany and U.S. assortment)
30442 digital version (U.S. assortment only)
2. "Lee Petty" racing version
27254 analog version (Germany and U.S. lineup)
; no digital version, not even in the U.S. lineup 3
. Street version in black and white:
27255 analog version (only in the U.S. lineup)
30443 digital version (only in the U.S. lineup)
4. Custom version in
blue: 27256 (analog version, available only in the U.S. lineup)
; no digital version, not even in the U.S. lineup
. Conclusion: The Fury’s visual design is impressive. And despite the unfavorable conditions regarding weight and dimensions, most of this enthusiasm carries over to the driving experience as well. The prerequisite is that you have expectations and adopt a driving style appropriate to the vehicle’s character. This means: Lap record hunters should look elsewhere, while all other drivers can go ahead and buy it without hesitation. If you have the space for a larger oval track—which, unfortunately, I don’t—you can give this car a proper playground. On regular race tracks, however, the Plymouth Fury is better suited for relaxed cruising, which certainly has its own appeal.
CoMod
-----------------------------------------------------------------
Review by CoMod martinmm of
(27253 and 27254)
CoMod has
Appearance
: The street version stands out with its show-car appeal: a bold red paint job and a white roof—a real head-turner. The meticulously crafted chrome parts enhance the car’s elegant overall appearance. The race version, on the other hand, features a simpler design true to the original. No mirrors, windshield wipers, or other add-ons. The model replicates a car driven by Lee Petty. Petty ran one of the most successful NASCAR teams alongside his two sons. The feature film *Red Line 7000*, which aired on TV recently, gives a good impression of NASCAR racing back then.
Workmanship:
The visual and technical workmanship of both test vehicles is flawless.
Technology: Both vehicles feature the latest
Handling Test
on Home Track, 13 volts, without magnets:
Although quite narrow, the standard tires provide sufficient grip. Corners taken with finesse can be navigated with controlled drifts. Although the stabilizer fin is located under the front axle, the long wheelbase ensures pleasant drifting behavior.
Test on a club track, 13 volts, without magnets:
On spacious tracks—and with the higher top speeds that come with long straights—controlling the car becomes more difficult. This is also where the keel, which is positioned too high, becomes noticeable—the car slips out of the slot easily if you enter the turn even a fraction too fast.
Conclusion:
The cars offer a pleasant driving experience right out of the box, even when run without a magnet. Although the track is relatively narrow, it works well with the tires' grip. A setup with a center magnet is recommended. For fans of historic NASCARs and classic street cruisers, this is certainly an interesting addition to their collection.
CoMod martinmm
