Test report by CoMod JoergW on the Carrera DIGITAL 124 Ferrari 250 GTO
(23714/23715)
1. appearance:
The Ferrari 250 GTO, one of the first cars whose shape was largely determined in the wind tunnel, dominated in its GT3 class races and scored valuable points for the Cavallino Rampante's victories in the one-make championship from 1962 to 1964.
When the news about the planned release of the Ferrari 250 GTO leaked out, I didn't want to believe it at first. One of my declared favorite models is coming in exactly the right scale... And now it's in front of me... in duplicate. Both models are immaculately painted and impress with their shape and many details. "Leather buckles" on the hood, air scoops, spoked rims...there really is a lot to see on this model and I haven't had my fill yet. Okay, enough gushing. Both vehicles have largely standard model qualities with small compromises in the rims.
2. Technology:
The vehicle uses the familiar Exclusiv and D124 technology. The vehicle is significantly narrower in scale than the Hotrods or the Corvette, for example, but there is still enough space under the body and in the chassis for handicraft work (for those who like it). The passage of the turnouts was better after I unscrewed the screw under the guide keel a little. I usually don't adjust anything and drive the vehicles for a while in their as-delivered condition before I start tinkering. But more work was not necessary with the GTO.
3. Verarbeitung:
Very solid and very detailed. The workmanship is only slightly deficient in the rims, where material has sometimes been deposited in the spoke spaces, but not broken through. With these filigree spokes and the usual manufacturing processes, this will probably not be completely avoidable. Simply pierce with a needle or a toothpick, there aren't that many of them.
4. Fahrverhalten:
The prototypical tires have grip even without magnets, but allow the vehicle to drift extensively, very fun and historically correct for the model. The tuning tires or the central magnet are certainly suitable for racing with several vehicles. As with most other vehicles, the edges of the tires should be broken, i.e. sanded at a slight angle. You have to adapt your driving style to the narrow vehicle, the GTO is not quite as easy to drive as the Corvette, but it is certainly no less fun.
5. Sonstiges:
I'm really looking forward to seeing what else we get fromCarrera in terms of GT cars from the early 60s. My appetite is already very whetted, at least for me.
CoMod JoergW
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Test report by CoModCarrera 124 on the Carrera DIGITAL 124 Ferrari 250 GTO
(23714/23715)
One of the most expensive classic cars in the world...
First things first: for once, I'm not going to write anything about the original vehicle in this test report. For one thing, I'm not particularly interested in cars from the 1960s, and for another, the Ferrari 250 GTO is one of the best-known and most expensive classic cars in the world.
Let every reader judge the model realization for themselves, I think the pictures speak for themselves. Two things in particular caught my eye: firstly, the rims. In terms of format, they are similar to those of the older Ferrari 250 GT SWB. However, the rims of the GTO are perforated, which greatly benefits the overall appearance of the model.
On the other hand, the exhaust pipes: the format seems to me to be a little too large on the model. However, I was unable to find any suitable photos of the original vehicle that would have allowed a reliable comparison. Therefore, this point initially remains my subjective assessment.
However, it is indisputable that the racing version 23714 and the presentation version 23715 are very similar. The future will hopefully bring significantly different color variants. Fortunately, the real-life prototypes offer something in this respect.
Let's turn to the technology: As can be seen in the photos, the vehicle has a relatively narrow track. The chassis has all the familiar elements: separately removable gear block, height-adjustable front and rear axles and a swing arm. Surprisingly, the latter corresponds to those used in the hotrods - i.e. the narrower version. The digital board, on the other hand, has the almost square standard dimensions.
I always run the 1/24 vehicles without magnets. I therefore removed them immediately and put the car on the scales before the first drive. The result: 200 grams! In absolute terms, that's quite a lot. Within theDigital 124 vehicle range, however, the 250 GTO is way ahead. Even the '34 Hotrod is about 10 grams heavier, not to mention the other vehicle types. These are useful conditions for racing.
The driving 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 turning angle of the guide keel, the handling remains good-natured. 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 byCarrera builds up. In terms of handling and lap times, the 250 GTO clearly puts the Ferrari 330 P4 and also the Ferrari 575 in their place on my test track. The weight difference and the tires make it possible. Porsche Carrera 6 and Ferrari 250 GT, both vehicle types that can also be digitized, are therefore recommended as suitable opponents.
Another note on the magnetless mode: the front end of the GTO is relatively light. On my digital test track, it occasionally happened that the switch blade was not reset when changing lanes. The problem can be solved by removing the pressure spring on the front axle. As a result, the front end lies more firmly on the road. However, the problem does not occur when driving with magnets.
What's the bottom line?
This slot car will probably find quite a few buyers due to its appearance alone. In my own D124 collection, however, the GTO is more likely to be used purely as a driving car or even as a ghost car.
CoModCarrera 124
(23714/23715)
1. appearance:
The Ferrari 250 GTO, one of the first cars whose shape was largely determined in the wind tunnel, dominated in its GT3 class races and scored valuable points for the Cavallino Rampante's victories in the one-make championship from 1962 to 1964.
When the news about the planned release of the Ferrari 250 GTO leaked out, I didn't want to believe it at first. One of my declared favorite models is coming in exactly the right scale... And now it's in front of me... in duplicate. Both models are immaculately painted and impress with their shape and many details. "Leather buckles" on the hood, air scoops, spoked rims...there really is a lot to see on this model and I haven't had my fill yet. Okay, enough gushing. Both vehicles have largely standard model qualities with small compromises in the rims.
2. Technology:
The vehicle uses the familiar Exclusiv and D124 technology. The vehicle is significantly narrower in scale than the Hotrods or the Corvette, for example, but there is still enough space under the body and in the chassis for handicraft work (for those who like it). The passage of the turnouts was better after I unscrewed the screw under the guide keel a little. I usually don't adjust anything and drive the vehicles for a while in their as-delivered condition before I start tinkering. But more work was not necessary with the GTO.
3. Verarbeitung:
Very solid and very detailed. The workmanship is only slightly deficient in the rims, where material has sometimes been deposited in the spoke spaces, but not broken through. With these filigree spokes and the usual manufacturing processes, this will probably not be completely avoidable. Simply pierce with a needle or a toothpick, there aren't that many of them.
4. Fahrverhalten:
The prototypical tires have grip even without magnets, but allow the vehicle to drift extensively, very fun and historically correct for the model. The tuning tires or the central magnet are certainly suitable for racing with several vehicles. As with most other vehicles, the edges of the tires should be broken, i.e. sanded at a slight angle. You have to adapt your driving style to the narrow vehicle, the GTO is not quite as easy to drive as the Corvette, but it is certainly no less fun.
5. Sonstiges:
I'm really looking forward to seeing what else we get from
CoMod JoergW
----------------------------------------------------------------
Test report by CoMod
(23714/23715)
One of the most expensive classic cars in the world...
First things first: for once, I'm not going to write anything about the original vehicle in this test report. For one thing, I'm not particularly interested in cars from the 1960s, and for another, the Ferrari 250 GTO is one of the best-known and most expensive classic cars in the world.
Let every reader judge the model realization for themselves, I think the pictures speak for themselves. Two things in particular caught my eye: firstly, the rims. In terms of format, they are similar to those of the older Ferrari 250 GT SWB. However, the rims of the GTO are perforated, which greatly benefits the overall appearance of the model.
On the other hand, the exhaust pipes: the format seems to me to be a little too large on the model. However, I was unable to find any suitable photos of the original vehicle that would have allowed a reliable comparison. Therefore, this point initially remains my subjective assessment.
However, it is indisputable that the racing version 23714 and the presentation version 23715 are very similar. The future will hopefully bring significantly different color variants. Fortunately, the real-life prototypes offer something in this respect.
Let's turn to the technology: As can be seen in the photos, the vehicle has a relatively narrow track. The chassis has all the familiar elements: separately removable gear block, height-adjustable front and rear axles and a swing arm. Surprisingly, the latter corresponds to those used in the hotrods - i.e. the narrower version. The digital board, on the other hand, has the almost square standard dimensions.
I always run the 1/24 vehicles without magnets. I therefore removed them immediately and put the car on the scales before the first drive. The result: 200 grams! In absolute terms, that's quite a lot. Within the
The driving 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 turning angle of the guide keel, the handling remains good-natured. 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
Another note on the magnetless mode: the front end of the GTO is relatively light. On my digital test track, it occasionally happened that the switch blade was not reset when changing lanes. The problem can be solved by removing the pressure spring on the front axle. As a result, the front end lies more firmly on the road. However, the problem does not occur when driving with magnets.
What's the bottom line?
This slot car will probably find quite a few buyers due to its appearance alone. In my own D124 collection, however, the GTO is more likely to be used purely as a driving car or even as a ghost car.
CoMod
