Vehicle reports

Carrera DIGITAL 132 Dodge Charger 500, No.22, 1969

Carrera DIGITAL 132 Plymouth Superbird "No.8", 1971

Carrera DIGITAL 132 Dodge Charger Daytona "No.55", 1970

Carrera D124 Porsche GT3 RSR

Carrera DIGITAL 132/Evolution Alfa Romeo

Review by CoMod Carrera124 on the Carrera DIGITAL 132/Evolution Alfa Romeo GTA Silhouette Race 2 (Art.No. 30625/27416)

Technical data:
Weight (complete vehicle with magnets): 87 grams Weight (body): 25 grams Length including spoiler: 135 mm Wheelbase: 73.5 mm Track width (front axle): 52 mm Track width (rear axle): 53 mm Other: Independent front suspension

Generally:
This vehicle was certainly one of the biggest surprises in the 2012 lineup; no one had anticipated it. For me, it's definitely the most interesting and one of the most beautiful new releases of the year, across all scales. The somewhat more understated versions without the wild wing system have already been brought to the racetrack by competitors Fly and AutoArt.

Body:
The white and yellow version is being tested. The body weighs just 25 grams, and the two-tone paintwork is clean and flawless. The proportions of the slender Alfa body seem well-matched; the rear end, viewed from the side, is very reminiscent of the BMW 3.0 CSL. The wide wheel arches are integrated into the body at the rear; at the front, they form a separate, U-shaped component, along with the front spoiler. This suggests that further variants of this car with a different front end are planned. Unfortunately, the gap between the two components is clearly visible; comparable designs have been seen on other vehicle types in much finer detail. The bright green color of the driver's helmet is also not a good choice for my taste; I would have preferred a more subtle color. The look of the rims is well-executed; both the color scheme and the spatial depth are convincing.

Technology:
The car weighs just 87 grams, making it one of the lightest Carrera cars in the 1:32 scale – excluding the Formula cars. The chassis, however, retains all the familiar design features; due to the short front overhang, the front wheels are once again independent. Surprisingly, the lighting uses traditional LEDs. The little Alfa was obviously designed before the Audi R18 (or rather, the switch to SMD elements), but only entered production after it. The wheels seem too narrow; considering the racing version, I would have expected a somewhat wider format.

Driving behavior:
For the road test, I removed the rear of the two magnets, resulting in well-controlled handling with a wide cornering range. Thanks to the relatively low weight, acceleration and braking are absolutely fine. It's fun to tear through the corners in the little Alfa, and you won't starve on the straights either.

Conclusion:
I was really looking forward to this car, but I'm not entirely satisfied with its visual design. However, that doesn't detract from its excellent handling.

Best regards,
your Chris

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Review by CoMod Lotus of the Carrera DIGITAL 132/Evolution Alfa Romeo GTA Silhouette Race 1 (Art. No. 30622/27415)

Gran Turismo Alleggerita!

A magical abbreviation for every Alfisti! These three letters have always evoked emotions in every fan of the Italian car brand, as they were the brainchild of the hottest racing cars from Turin.

Okay, let's bring the racing fanatic's heart back down to earth: Let's take a sober, Teutonic approach and translate the three letters. GTA is the abbreviation for "Gran Turismo Alleggerita" and essentially means "Grand Tour Lightweight."

Throughout the company's history, Alfa Romeo has used the abbreviation GTA to designate its lightweight versions of vehicles used in touring car racing.
From 1965 to 1975, Alfa built the GTA in the versions Alfa Romeo Giulia Sprint GTA and Alfa Romeo GTA 1300 Junior.

While GTAs are generally rare, as fewer than 1,000 were ever built, the 1:32 Carrera model is something truly special. The two models in front of me are based on the later GTA 1300 Junior (recognizable by the triangular window on the A-pillar) and represent the ultra-rare GTA-SA Gr.5 version. Information about the vehicle? There's virtually none; just 10 were ever built. The cars had a 1,570 cc Twinspark engine with two superchargers and delivered up to 250 hp at 7,500 rpm to the rear axle. With the flares like on the Carrera model, there were probably even fewer. No originals have survived, but there is a replica that is close to the original. How close is uncertain, as there are only a few contemporary photos. The vehicles were quite successful, but were also constantly being modified.

The model was one of the surprises in the 2012 lineup. Nobody expected the GTA, but the car fits in very well with the other spoiler monsters of recent years.

The paint scheme on both cars is typical of the 1970s; the yellow and white one is possibly inspired by a Jägermeister, while the red one has the classic Alfa Romeo livery. The "Scuderia Spugna" lettering on the windshield of the yellow one is... open to interpretation. It's best to ask the designer about that.

Both drive excellently thanks to the wide track, and the body is very robust, unlike the original, which was made of thin Peraluman sheets, and even forgives the occasional crash.

I hope you enjoy the two Alfas! And I'm excited to see what other variants await us.

Best regards,
lotus

Carrera DIGITAL 124 Bill Thomas Cheetah: the special

Carrera DIGITAL 124 Porsche 917

Test report by CoMod Martinmm and JoergW on the Carrera DIGITAL 124 Porsche 917K, JW Autormotive Engineering No.2, Daytona 24h 1971 (Art.No. 23777)

One of the most hotly debated 1:24 Carrera cars is finally here! It's also arguably one of the most beautifully designed racing cars from a German sports car manufacturer, featuring one of the most attractive liveries—and not just of its era.

According to the pit lettering, it depicts the Porsche 917K (Porsche chassis no. 917-015) driven by the driver duo Rodriguez and Kinunnen from the 1970 Daytona 24 Hours. They also won the race. However, the printing—specifically the placement of the starting number on the rear—is different.

The body shape—purely visually compared to corresponding photos—is excellently captured. The proportions all appear very harmonious. The rear rods are less delicate, but absolutely suitable for slot racing while still maintaining sufficient detail. The small window, which was specifically designed for races with banked corners, is stylized in the Carrera model. However, this does not detract from the overall good appearance.

On the practical side:
The wide rear wheels sit quite close to the rear end. Depending on the production-related lateral play of the rear axle, they may also rub against the body. There is no taillight, but the digital decoder has a connection.

The chassis is enclosed—there's no separate cover for the center magnet, which makes it easy to remove. The tires are made of a softer material, similar to 'tuning tires.'

In its original, fully magnetized, delivery condition, the handling is identical to other D124 vehicles. However, the driving noise is quite loud (the gear play is a bit too tight). Without additional magnets, the good front axle guide keel adjustment and the grippy tires are pleasantly noticeable. Both axles (including the wheels) run smoothly. Grinding and flattening the rear wheels has once again proven beneficial.

To throw the 917 off course – even without a magnet – requires some serious driver misconduct. When paired with the two outer center magnets, like the way we drive the CD124 classic cars in the club, it's right up there with the front runners, judging by the lap times.

Despite a few minor flaws, this is a car you need twice: for the track and for the display case. The variety of variants of the 917K is very large – we can certainly look forward to many more beautiful and good racing cars.

Best regards,
your Martin
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Let's start with the 1:1 scale!

The endurance races of the late 1960s were mainly dominated by the Ford GT40
dominated, but then a relatively small German sports car manufacturer came along and put its Porsche 917 on the racetrack. In 1969, due to various technical and aerodynamic problems, a Ford GT40 managed to win the 24 Hours of Le Mans, but in the 1000 km race at the Österreichring that same year, a Porsche 917 K made its mark and won. Even though many of the factory drivers were initially reluctant to use the Porsche 917 and preferred to use the tried-and-tested Porsche 908, constant development and optimization resulted in a winning car. The Porsche 908 was only used on mountainous circuits (Spa, Nürburgring, Targa Florio), and the other racetracks were served by Porsche 917s, with either the short- or long-tail version depending on the track.

The red and white Porsche 917 K (K = short-tail) of the Porsche Salzburg team achieved the first major victory of the 1970 Le Mans 24 Hours. Second place went to a long-tail Porsche 917. This was followed by victories at the Daytona 24 Hours and almost every other race of the year, and Porsche was able to secure the undisputed overall victory in the Sports Car World Championship. The model, now known as the Carrera 124 and bearing starting number 2, was originally driven at the Daytona 24 Hours by Pedro Rodriguez and Leo Kinnunen. Weighing just 830 kg, the vehicle, bearing chassis number 15, still featured the 4.5-liter engine producing 560 hp, later upgraded to a 4.9-liter engine producing 600 hp.

And now we come to the 1:24 version from Carrera!
Optics:
The new 124 model looks true to its predecessor in both shape and color. Flatter, wider, lower...
or something like that. The vehicle fits seamlessly into the existing phalanx of GT40 and
Ferrari 330 P4. The wide rear tires and the rear construction with suggested
Spare wheels – which were mandatory back then, even for races – are delicately and meticulously crafted… Rear-end collisions should be avoided at all costs; with a GT40 in the back, you'll be in for a real blast.

The low-seated driver is only half-finished; there's just not enough space... but at least some visual adjustments have been made. I would remove the delicate, very well-replicated windshield wiper for racing.

The paintwork and decals are flawless. The rather light blue matches the 1:1
Judging by the photos, it looked very good in the early days of the John Wyer team, but later the blue became much more vibrant. The wheels sit well in the wheel arches.

Technology:
202 g total weight (of which 45 g body, 154 chassis with technology + 3 g screws)
The upper of the two headlights is supplied with light, but unfortunately the rear is not illuminated.

The slightly greenish light cast by the lenses gives a realistic effect. The generally smooth and straight front axle doesn't rotate in some places when pushed along the track (yes, the tracks aren't 100% flat). The tires are treaded, but have sufficient grip and sit fairly flat. The insides have some very slight burrs that should be sanded down.

Mileage:
Wide rear tires and a flat silhouette are combined with the already known components
A bench for fast and safe driving. The transmission runs very smoothly and responds directly to the throttle. Even though I've only driven the car on a small home track with magnet assistance, I'm convinced that the Porsche 917 can compete with its peers. There's plenty of room in the chassis for lead experiments, because it's only really fun once the magnets are out and the car is sprinting and drifting realistically. For me, the wait was worth it.

Until then,
joergW

Carrera DIGITAL 132/Evolution Shelby Cobra 289 Hardtop Coupe '63

Test report from CoMod Martin on the Carrera DIGITAL 132/Evo Shelby Cobra 289 Hardtop Coupe '63, "No.4" & Shelby Cobra 289 '63, Sebring 12h "No.16" (Item no. 30620/27411 + 30621/27412)

This beautiful Cobra was inspired by the Cobra that competed at Le Mans in 1963—although this isn't noted on the box label. The car features numerous details found on the Le Mans car (e.g., the fuel filler neck on the roof and the running lights).

The Le Mans car, driven by Ed Hugus and Peter Jopp, only managed to last about five hours of the race and had to be retired due to an oil leak. The second Cobra Coupé, with starting number 3, reached the finish line and was even able to drive itself home. Both vehicles had road-legal license plates.

The numerous well-executed details give the Carrera model a very attractive exterior. The proportions are very well-executed, although the wheels appear somewhat narrow, and a color contrast (chrome) on the center lock of the otherwise simple but authentic Dunlop racing rims would have further enhanced the car. The decorative stripes, however, appear black and not dark blue as they were in the original.

Technology
Standard D132 with front and rear lights
Independent front suspension
Weight: 84g

Driving test
Spacious Carrera Club track.
With full magnetic equipment, it's fast and safe. On long straights, the top speed quickly increases.
reached – possibly even slowed down somewhat by the magnets.

Without holding magnets:
The tires have very high grip. Good acceleration and top speed due to their low weight. Cornering is very stable. However, due to the high grip, drifting is almost nonexistent—the car would then start to roll. This is probably due to the narrow, tall tires, which then begin to deform and no longer offer sufficient stability. This can be remedied by gluing them and grinding them down a bit. The edges also need to be rounded, or you can simply ease off the throttle a bit and accelerate out of corners more smoothly. Reducing the driving voltage from 14.8 to 12 volts also improves the situation.

Front holding magnet:
The problem with the rear wheels stamping is somewhat reduced. Recommended for use on home tracks without manual adjustment. If a reduction in the drive voltage is possible, for example, in digital mode or with an adjustable power supply, a voltage of approximately 12 volts is sufficient.

Best regards,
your Martin

Carrera DIGITAL 132/Evo Volkswagen Golf24

Carrera D132/Evo BMW 2002 Touringcar '76, "No.48

Test report by CoMod Lotus for the Carrera DIGITAL 132/Evolution BMW 2002 Touringcar '76, "No. 48" (Art. No. 30610/27402)

The last batch of test vehicles included: the Audi R18 TDi (yawn...), the 1:32 Bill Thomas Cheetah, and the Fischer Technik BMW 2002. The Audi Batmobile somehow left us all cold, but my CoMod colleagues were absolutely thrilled with the Cheetah. Admittedly, it's a nice little car and a nice new design, but you'd better read the report from my CoMod colleagues about that. For me, the star is definitely the Fischer Technik BMW 2002; I've been looking forward to it ever since the new cars list was published!

The blue 02 is one of the most colorful representatives of the 70-year-old DRM racing series. Originally built by GS-Tuning, the BMW is now owned by the jb-Racing team in Oberleichtersbach, Franconia. The company has retained the car's contemporary design. On their website ( www.jb-racing.de) you can find some very good pictures of the moving technology kit.

And before anyone compares the current pictures with the model and then starts criticizing: The car is 100% accurate in terms of the paint job!* I was actually about to start complaining about the unpainted air intake on the rear axle and various different sponsor stickers. But I have to apologize to Slottus: The 1976 Norisring version of the 02 only had this air intake in blue, not with the racing stripes. The car also didn't have that triangular fin on the front spoiler. The 'sponsor stickers,' as the Swabians call them, all fit.

The rebuild of the 02 by jb-Racing isn't entirely historically accurate (as far as anyone cares). Incidentally, jb-Racing also owns the BMW 320 Group 5 'Fruit of the Loom,' which most of you are probably familiar with. So, it's definitely worth a look at their website!

Let’s look at the BMW model:
The handling is familiar: On the normal home track with the magnet, it handles without any problems; it zips through the corners like it's on rails. Sure, it has a higher center of gravity than other cars, but the magnets forgive that. Without them, however, it tends to tip abruptly if you approach the (tight) corners too sharply. Acceleration and braking are good; this Bavarian is a joy to drive on the track.

As already mentioned, the look is great, even the wheel arches fit perfectly if you compare the model with the original photos.

So, enough raving, just get the car yourself for your racetrack!!!

Have fun!
lotus

PS: Have fun and visit the 'History' frame on the jb-Racing website and the photo gallery under 'before 1983'. You'll already know which picture I found amusing...

* the pictures of CoMod Mike... will follow as soon as possible!

Carrera D132 Ferrari 458 GT2

Carrera DIGITAL 132 Audi R18

Test report by CoMod Carrera124 for the Carrera DIGITAL 132 Audi R18 No. 2, 24h LM 2011 and No. 1, Spa 1000 km (Art. No. 30618 and 30619)

Technical data:
Weight (complete vehicle with magnets): 102 grams
Weight (body): 30 grams
Length including spoiler: 147 mm
Wheelbase: 93 mm
Track width (front axle): 62 mm
Track width (rear axle): 62 mm
Other: Small motor (like in F1 cars) and SMD LEDs

The model:
Audi has dominated endurance racing since 2000, achieving no fewer than 11 overall victories in the classic 24 Hours of Le Mans. The Audi R18 debuted in 2011, marking the first time Audi had fielded a closed sports prototype. Admittedly, the Bentley EXP Speed 8 also had a roof at the time, but it ran under the Bentley label.

The model:
As is typical with Audi, the designs of the race cars are very similar. The two versions differ only in the starting numbers and the size of the black areas. The dark, aggressive impression of the original comes across well, with black and silver or chrome-plated surfaces predominating. The latter ensures that the car still stands out reasonably well against the equally black surface of the racetrack.

The bulge below the tail fin isn't entirely true to the original—necessarily. The engine and transmission are located underneath; these parts have to be housed somewhere.

The technology:
Overall, the chassis is the proven design of the second generation (D132-G2), but with two exceptions:
Instead of the standard E200 engine, the smaller and slimmer powerplant used in Formula 1 models is used. The reason is obvious – with the E200 engine, the necessary bulge in the body would have had to be a bit larger. So, in terms of looks, it was a good decision.
There's also some news regarding the lighting – the conventional LEDs have been replaced with SMD components. These can be installed more efficiently, which in turn eliminates the need for fiber optic components. At least not in the Audi R18.

Driving test:
First of all, the character of the engine also shapes the characteristics of the car. As is already known from the F1 models, the smaller engine offers enormous top speed, but lacks the famous "torque from the basement." As a result, the small Audi R18 is incredibly fast, but a bit tricky to control at the limit and in the corners. The tires offer acceptable grip and have a relatively large amount of "meat," which helps dampen a lot of the ride.

Conclusion:
I'm not a big fan of LMP sports prototypes, but this is a very faithful recreation of a successful racing car. However, it takes a few practice laps to master it confidently on the racetrack. However, once you get used to the car's characteristics, you'll achieve consistently fast lap times.

Best regards,
your Chris

Carrera DIGITAL 132 Cevrolet Bel Air '57 Coupé Race II

Carrera D124 Ferrari B99XX, Ferrari Racing Days "No.88

Die aktuellen Fahrzeugbilder noch vor dem Testbericht!

The current vehicle pictures before the test report!

Carrera D132 Mercedes-Benz SLS AMG GT3

Carrera D132 Mercedes-Benz SLS AMG GT3 Horn Motorsport No. 32

Test report by CoMod Lotus on the Carrera DIGITAL 132 Mercedes-Benz SLS AMG GT3
Horn Motorsport No. 32, VLN 2011 (Art. No. 30612)

"HORN Motorsport"

What I've always found fascinating about the various racing series are the racing teams. I've usually never heard of 99% of the companies, but when I delve into them in preparation for test or club reports, it's always fascinating to see what kind of companies are behind the motorsport teams! What drives them to maintain their own racing team and whether, and if so, what connection, they have to the automotive industry at all.

Horn Motorsport is one such case!
Never heard of who that is. Behind it is the company HORN FAHRZEUGAUFBEREITUNG in Steinbach, Hesse. Vehicle detailing? And that generates enough revenue to support a racing team? A look at their website.
( horn-fahrzeugaufbereitung.de) reveals the following:
'As a system service provider, we offer vehicle maintenance, logistics, fleet management, fleet support, event planning, trade fair support/presentation, a full-service system in the motorsports sector, and high-end car care worldwide.' The company certainly seems to be doing very well. Well enough, in any case, to contest the entire VLN season and three international 24-hour races with an AMG SLS GT3 starting in the 2011 season. Company CEO David Horn has many years of racing experience in the VLN series, having also competed in the PORSCHE Sports Cup, among other things.

But let’s look at the model!
The technology is already familiar from previous versions of the SLS! Nothing has changed on the chassis and suspension.

The body is also the same, the only differences being the small front wings on the left and right: the original has two pairs, while the model only has one pair. The rear diffuser is also the new model. However, changing the shape just for that would be disproportionate. The paintwork and sponsor logos are the same as the original.

All in all, the Mercedes is once again an absolute highlight for fans of the 132 scale!

Have fun!
CoMod Lotus

Carrera D132 Vodafone McLaren Mercedes Race Car 2011

The current vehicle pictures before the test report!

Carrera D124 Audi R8 LMS, Team Phoenix

Test report by CoMod JoergW & CoMod Long on the Carrera DIGITAL 124 Audi R8 LMS, Team Phoenix 24h Nürburgring 2009, No.98 (Art. No. 23774)

The big brother of the Audi R8 LMS, which has been part of the Carrera 1:32 range for some time, is now available in the first and, for me personally, one of the most beautiful color variants, in the King Size 1:24 scale.

The yellow and blue racer of the Bilstein team, originally driven by racing legends like Stuck and Biela, is a perfect entry point. I expected it to arrive later, so I'm all the more pleased to have it right away.

For many Carreraristi here in the club, the R8 LMS was a real dream model to
to stylishly expand the existing range of modern GT vehicles in 1:24 scale. Their wish was granted, and this year the first two designs are available. I don't think you have to be a prophet to imagine further design variations.

Regarding the history of the original, I would like to, simply to avoid repetition,
my comments on the 1:32 model.

optics
The optics correspond to the original photos that I know, I have seen the car in real life
Unfortunately, I still haven't seen it. The rear wheels could be a little more visually
It is tighter in the wheel arch, but it is okay. Since the front wheel arch is equipped with a kind of
Overhang to the rear, I like it a little better there.
The paintwork and printing are flawless. The lettering is crisp and clear.
and very easy to read.

Technology
There's nothing new to report here. The lighting due to the
The headlight shape is significantly smaller than, for example, the Corvette CR6, but
Quite suitable for night racing. The rear lights and brake lights are very visible. The R8 LMS comes with a new, noticeably softer tire compound; you could say tuning is now standard... at least when it comes to the tires ;-)

processing
I could not find any defects on the vehicle. The axles are
Straight, the rims centered, the paint job very good, and nothing on the body is warped or distorted by assembly. That's how it should be!

Driving behavior
The R8 LMS is wide with the same wheelbase as the Corvette CR6 but
about 3-4 mm wider. The tires themselves are about 1 mm wider, like on the Corvette CR6.
gives the vehicle an even better position, but in the
The inside of the curve, especially when driving slowly in Turn 1, is already starting to reach its limits. However, since the car is easily driftable even with the magnets fully loaded due to its considerable weight, this is the driving technique that doesn't pose any problems. The car can be driven very controlled and responds very well despite its weight.

The only downside is the roof antenna. It looks great, but if the car lands on its roof, it's likely to die quickly! Sure, you can remove it, but I would have preferred a more flexible, soft plastic one.

Have fun with the vehicle, CoMod joergW

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There is usually a spark of truth in every rumor

At last year's Gaisbergrennen club meeting, a rumor surfaced that there would be an Audi R8 LMS! Of course, this remained officially unconfirmed, but the rumor persisted. The thought was just too good to be true. Shortly before Christmas, the time had come, and the new features were unveiled: the Audi R8 LMS was indeed announced as the new model for 2012!

At the Toy Fair, some club members had the pleasure of admiring the R8 in two livery versions! Some even got to drive it a few laps on the show track ;-) The test model in the BILSTEIN design arrived just under a week after the Toy Fair, so let's get to the facts.

The vehicle's appearance was captured beautifully, and the proportions are perfectly balanced. The Audi boasts many beautiful details: a roof antenna, tow hooks, a great interior, delicate mirrors and rear spoiler mounts, and air intakes at the front and rear. The beefy wheels in the wheel arches also look great! The BILSTEIN decals were applied flawlessly to the body.

The Audi features the latest, most sophisticated technology , which we're already familiar with from the Porsche GT3, so there's nothing new to report here. Anyone hoping the headlights will feature the R8's signature light strip will be disappointed.

For the first test laps, the rear magnet was removed and the R8 impresses with its decent and pleasant handling, but the Audi's excess weight is clearly noticeable.

However, the 72.5g cap weight is more than excessive for my taste. Unfortunately, the Porsche concept (55g) wasn't carried over and seems to be the exception. On the test track, the soft tires offer excellent grip, similar to tuning tires.

My conclusion: a long-overdue but incredibly great addition to the 124 GT starting field! Therefore, my clear recommendation: buy the Audi R8 LMS.

Best regards,
your long

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

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

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

WRC … small cars are big

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

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

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

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

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

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

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

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

Best regards,
your Jörg

Carrera D132/Evo Porsche GT3, RSR Manthey Racing

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

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

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

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

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

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

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

CoMod Lotus