Carrera DIGITAL 132 Ford Torino Talladega
Carrera DIGITAL 132 Ford Torino Talladega
Carrera Digital 132 Ford Torino Talladega " No. 76"
Item No. 30907
Item No. 30907
Vehicle reports
Carrera DIGITAL 132 Ferrari 488 GT3
Carrera DIGITAL 132 Ferrari 488 GT3
Carrera Digital 132 PFerrari 488 GT3 " WTM Racing"
Item No. 30868
Item No. 30868
Carrera DIGITAL 132 Lamborghini Huracan GT3
Carrera DIGITAL 132 Lamborghini Huracan GT3
Carrera Digital 132 Lamborghini Huracan GT3 " Vincenco Sospiri Racing"
Item No. 30872
Item No. 30872
Carrera DIGITAL 124 Ferrari 458 GT3
Carrera DIGITAL 124 Ferrari 458 GT3
Carrera Digital 124 Ferrari 458 " AF Corse"
Item No. 23879
Item number 23879 is another 1:24 scale version of the well-known and popular Ferrari 458 Italia GT3. This one features the livery of the Italian racing team AF Corse. Just check out the older reviews; we've covered the racing team several times before. The car is an excellent replica of the original. Google the pictures of the Ferrari online and compare them with the model.
The vehicle in question is the Ferrari with chassis number F142 GT3 3614.
The car was used in the 2017 season, competing in a total of six races: Spa, Silverstone, Paul Ricardo, Misano, Hungaroring, and Barcelona. The car was driven in all races by Christoph Ulrich, a Swiss racing driver. The GT3's best result was a first place in Budapest (Hungaroring) in the Iron Cup race of the Blancpain GT Series.
CoMod Lotus
Item No. 23879
Item number 23879 is another 1:24 scale version of the well-known and popular Ferrari 458 Italia GT3. This one features the livery of the Italian racing team AF Corse. Just check out the older reviews; we've covered the racing team several times before. The car is an excellent replica of the original. Google the pictures of the Ferrari online and compare them with the model.
The vehicle in question is the Ferrari with chassis number F142 GT3 3614.
The car was used in the 2017 season, competing in a total of six races: Spa, Silverstone, Paul Ricardo, Misano, Hungaroring, and Barcelona. The car was driven in all races by Christoph Ulrich, a Swiss racing driver. The GT3's best result was a first place in Budapest (Hungaroring) in the Iron Cup race of the Blancpain GT Series.
CoMod Lotus
Carrera DIGITAL 132 Porsche 918 Spyder
Carrera DIGITAL 132 Porsche 918 Spyder
Carrera Digital 132 Porsche 918 Spyder "Hippie"
Item No. 30877
It's well known that only 885 Porsche 918 Spiders were ever built. This means that, as the owner of such a vehicle, you certainly don't belong to the general public; the car simply stands out from the crowd. However, this particular Porsche seems to challenge the individuality of its owners. Porsche set the tone for this with its retro design in the Martini look. We also had the Spider in the GULF design in the Carrera range in the past. The following website lists a handful of 918s that have been individually wrapped by their owners.
The newest Porsche 918 in the CARRERA range is also listed here: The yellow and red hippie in the design of the Porsche 917 Kurzheck Martini & Rossi Racing Team Hippies No.2
from the 1970s. The model is superbly done, the paintwork suits the car exceptionally well. The owner of the real car is to be envied. Those of us less well-off, however, can enjoy the 1:32 scale model. Equipped with both magnets, the Spyder turns its laps safely and quickly. However, cornering requires utmost concentration, as there is virtually no limit to the performance.
What we are still missing is the 918 as a Pink Pig, as recently realized by an American wrapper for a customer. ;-)
CoMod Lotus
Item No. 30877
It's well known that only 885 Porsche 918 Spiders were ever built. This means that, as the owner of such a vehicle, you certainly don't belong to the general public; the car simply stands out from the crowd. However, this particular Porsche seems to challenge the individuality of its owners. Porsche set the tone for this with its retro design in the Martini look. We also had the Spider in the GULF design in the Carrera range in the past. The following website lists a handful of 918s that have been individually wrapped by their owners.
The newest Porsche 918 in the CARRERA range is also listed here: The yellow and red hippie in the design of the Porsche 917 Kurzheck Martini & Rossi Racing Team Hippies No.2
from the 1970s. The model is superbly done, the paintwork suits the car exceptionally well. The owner of the real car is to be envied. Those of us less well-off, however, can enjoy the 1:32 scale model. Equipped with both magnets, the Spyder turns its laps safely and quickly. However, cornering requires utmost concentration, as there is virtually no limit to the performance.
What we are still missing is the 918 as a Pink Pig, as recently realized by an American wrapper for a customer. ;-)
CoMod Lotus
Carrera DIGITAL 132 Porsche 904 GTS
Carrera DIGITAL 132 Porsche 904 GTS
Carrera Digital 132 Porsche 904 GTS "No.66 ZDF"
Item No. 30902
The Mainzelmännchen Porsche
2019 is the year of the ZDF Porsche. In the large 124-scale, Carrera presents the famous Porsche 906 with the ZDF logo on the hood and sides, and details of the Mainzelmännchen (literally "Mainzelmännchen") on the sides of the vehicle. In the 132-scale, there's the silver Porsche 904 GTS with a yellow hood, starting number 66, and orange stripes on the roof. Also featured are details on the sides. For the young among us who don't watch public broadcasting: The Mainzelmännchen are six cartoon characters who serve as commercial breakers on ZDF. They also occasionally appear on the satirical show "heute-show."
In 1966, the first attempt was made at an onboard live broadcast of the race at the Nürburgring. Images from the Porsche were sent by helicopter to the broadcast van, and from there to households. The Porsche had a permanently installed recording device on the passenger side, which unfortunately cannot be seen in the model or was not installed. There was also an antenna mounted on the roof. The car was driven in the 1000 km race at the Nürburgring by Paul Frère and Rainer Günzler. Rainer Günzler was the star reporter for ZDF when it came to racing and motorsport. It was he who came up with the idea of driving a camera car along to the 1000 km race at the Nürburgring in 1966 and broadcasting live from it. A German Army helicopter served as the relay station, and the Porsche was rented from the factory. With an additional 70 kg of weight, Günzler and Belgian Paul Frère started from 26th position, having achieved lap times of 9:35 minutes in practice. Both might have even finished in the top 15 had they not been forced to retire from the race at the end of the live broadcast. A total of 18 laps were completed, but live commentary was omitted due to poor sound quality.
CoMod Lotus
Item No. 30902
The Mainzelmännchen Porsche
2019 is the year of the ZDF Porsche. In the large 124-scale, Carrera presents the famous Porsche 906 with the ZDF logo on the hood and sides, and details of the Mainzelmännchen (literally "Mainzelmännchen") on the sides of the vehicle. In the 132-scale, there's the silver Porsche 904 GTS with a yellow hood, starting number 66, and orange stripes on the roof. Also featured are details on the sides. For the young among us who don't watch public broadcasting: The Mainzelmännchen are six cartoon characters who serve as commercial breakers on ZDF. They also occasionally appear on the satirical show "heute-show."
In 1966, the first attempt was made at an onboard live broadcast of the race at the Nürburgring. Images from the Porsche were sent by helicopter to the broadcast van, and from there to households. The Porsche had a permanently installed recording device on the passenger side, which unfortunately cannot be seen in the model or was not installed. There was also an antenna mounted on the roof. The car was driven in the 1000 km race at the Nürburgring by Paul Frère and Rainer Günzler. Rainer Günzler was the star reporter for ZDF when it came to racing and motorsport. It was he who came up with the idea of driving a camera car along to the 1000 km race at the Nürburgring in 1966 and broadcasting live from it. A German Army helicopter served as the relay station, and the Porsche was rented from the factory. With an additional 70 kg of weight, Günzler and Belgian Paul Frère started from 26th position, having achieved lap times of 9:35 minutes in practice. Both might have even finished in the top 15 had they not been forced to retire from the race at the end of the live broadcast. A total of 18 laps were completed, but live commentary was omitted due to poor sound quality.
CoMod Lotus
Carrera DIGITAL 132 Porsche 917K
Carrera DIGITAL 132 Porsche 917K
Carrera Digital 132 Porsche 917K " No. 26"
Item No. 30888
The ulcer
Once again, we have a vehicle about which the interested CoMod unfortunately cannot find any information on the Internet or in any of his books or motorsport magazines.
I wonder why this always happens to me.
The Porsche is painted entirely white, with only the front air intake and the small rear fins in orange. Add the starting number 26 and a few sponsor stickers (SHELL, BOSCH, CIBIE), and that's it.
So let's write a few general lines about the most legendary Porsche racing car of all time.
Why “the ulcer”?
The 917 received its nickname right from the start, after the first factory drivers got their hands on the car. Eyewitnesses reported that the drivers looked years older and physically exhausted after their laps. Porsche tried to recruit other drivers and found two volunteers, among them Hubert Hahne and Dieter Quester. They had to be lured with decent prize money. Dieter Quester once said of the first 917, the long-wheelbase version: "The car was dangerous. For me, it was a new dimension of power. The 590 hp was impossible to control on the road. The rear wheels had no traction, the car was dangerous even on the straights, and finding the skid limit in the corners was like Russian roulette. There was an acute risk to his life." Kurt Ahrens vomited after a test drive on the Nordschleife in the 917. At Le Mans, he reported: "It was pure horror. The car sways extremely from 350 km/h, and the rear end lifts up under hard braking. Rolf (Stommelen) and I eased off the throttle at around 380 km/h." Stommelen commented: "The car is terrifying." Richard Attwood once said in an interview: "At the beginning, the car was horrible. I had a headache from the roar of the exhaust and the acceleration."
The first homologation of the Porsche 917 failed on March 20, 1969, because not all 25 cars were ready. Three cars were complete, while 22 were lying around in pieces. According to the homologation committee, all cars had to be ready to drive. Homologation took place on May 1, 1969. Twenty-five cars were ready, and the CSI members randomly selected a Porsche 917 from the lineup and had it drive around the yard. In this respect, the legend of the empty engine compartment is more likely to be a myth.
On May 11, 1969, the Porsche 917 made its first race appearance at Spa, where the car retired with engine failure on the opening lap. On August 10, the 917 achieved its first victory at Zeltweg, marking the beginning of an unprecedented winning streak that was only interrupted by the Porsche 956. After the 1000km race in Austria, Porsche stayed in Zeltweg to conduct some tests with the 917. After these tests and extensive trials, the rear end was modified (the famous wedge shape), and only after these tests was the car finally drivable.
CoMod Lotus
Item No. 30888
The ulcer
Once again, we have a vehicle about which the interested CoMod unfortunately cannot find any information on the Internet or in any of his books or motorsport magazines.
I wonder why this always happens to me.
The Porsche is painted entirely white, with only the front air intake and the small rear fins in orange. Add the starting number 26 and a few sponsor stickers (SHELL, BOSCH, CIBIE), and that's it.
So let's write a few general lines about the most legendary Porsche racing car of all time.
Why “the ulcer”?
The 917 received its nickname right from the start, after the first factory drivers got their hands on the car. Eyewitnesses reported that the drivers looked years older and physically exhausted after their laps. Porsche tried to recruit other drivers and found two volunteers, among them Hubert Hahne and Dieter Quester. They had to be lured with decent prize money. Dieter Quester once said of the first 917, the long-wheelbase version: "The car was dangerous. For me, it was a new dimension of power. The 590 hp was impossible to control on the road. The rear wheels had no traction, the car was dangerous even on the straights, and finding the skid limit in the corners was like Russian roulette. There was an acute risk to his life." Kurt Ahrens vomited after a test drive on the Nordschleife in the 917. At Le Mans, he reported: "It was pure horror. The car sways extremely from 350 km/h, and the rear end lifts up under hard braking. Rolf (Stommelen) and I eased off the throttle at around 380 km/h." Stommelen commented: "The car is terrifying." Richard Attwood once said in an interview: "At the beginning, the car was horrible. I had a headache from the roar of the exhaust and the acceleration."
The first homologation of the Porsche 917 failed on March 20, 1969, because not all 25 cars were ready. Three cars were complete, while 22 were lying around in pieces. According to the homologation committee, all cars had to be ready to drive. Homologation took place on May 1, 1969. Twenty-five cars were ready, and the CSI members randomly selected a Porsche 917 from the lineup and had it drive around the yard. In this respect, the legend of the empty engine compartment is more likely to be a myth.
On May 11, 1969, the Porsche 917 made its first race appearance at Spa, where the car retired with engine failure on the opening lap. On August 10, the 917 achieved its first victory at Zeltweg, marking the beginning of an unprecedented winning streak that was only interrupted by the Porsche 956. After the 1000km race in Austria, Porsche stayed in Zeltweg to conduct some tests with the 917. After these tests and extensive trials, the rear end was modified (the famous wedge shape), and only after these tests was the car finally drivable.
CoMod Lotus
Carrera DIGITAL 132 Ford Capri Zakspeed Turbo
Carrera DIGITAL 132 Ford Capri Zakspeed Turbo
Carrera Digital 132 Ford Capri Zakspeed Turbo "D&W Zakspeed Team"
Item No. 30887
Today it's not about the car itself, the new CARRERA Ford Capri Zakspeed D&W No.3 in 132 scale, but about the main sponsor on the racing car: D&W.
D&W Auto, Sport + Zubehör Handelsgesellschaft mbH & Co. KG was founded in 1971 by Detlef Sokowicz and Werner Bauer as a car accessories shop.
My generation (1970+) in particular still remembers the famous D&W catalog from their youth. A man is 18, finally has his driver's license, and finally his first car. Usually some cheap, often woefully underpowered car. Sure, there were guys back then who really invested in performance, but the fact was simple: we had little to no money for well-powered cars. On top of that, there was an insurance rating that started somewhere around 225% (those who inherited a low-interest insurance policy from their dad, grandpa, or another relative were lucky).
And that's where D&W came in. If the cars weren't fast, they at least had to look fast. Low, wide, hard, spoilers. The spoiler excesses of the eighties are legendary; nowadays, vehicles in the classic car scene are even being rebuilt true to the original, as was common back then. Back then, D&W supplied everything that made the cars deeper and wider. The catalog was the size and thickness of a telephone book of the time and was passed from hand to hand. Of course, the first few pages with the scantily clad girls were very important; they were standard in every catalog and were appraised accordingly. And D&W photographed them in front of spoilered cars by excellent photographers. The D&W girls were cult and stars at every tuning show.
The 80s and 90s were also the time when D&W made the most money. So it was almost a given that the company would eventually get involved in motorsports as a sponsor. And who better suited for this than the then almost unbeatable Ford Capri? Back then, a BMW wasn't a first car for a novice driver; used cars were simply too expensive. People drove Fords, Opels, VWs, and the braver ones even an Alfa or a Fiat. And D&W had something for everything: lowered suspension, spoiler packages from KAMEI, ZENDER, and so on. Rims from Borbet, BBS, sports steering wheels from Momo or Raid. Even seat covers were in vogue back then; sometimes a simple set of trim strips was enough. D&W had it all.
At the end of the 1990s, the entire tuning business slowly but steadily declined, partly due to the fact that the first car was becoming increasingly exclusive and that manufacturers increasingly took a piece of the tuning business for themselves (BMW: M-GmbH, Audi: S-Line, Mercedes: AMG models, etc.). The internet also emerged. Pilgrimages to the famous D&W temples were out of fashion. Incidentally, D&W's main store in Bochum was one of the filming locations for the 1991 film "Manta, Manta" starring Til Schweiger. There were additional branches in Frankfurt am Main, Berlin, and Bielefeld, as well as around 50 D&W centers and over 200 D&W sales points in Germany.
As a result, the company had to file for bankruptcy in 2009. D&W survived, and the company still exists today. But the company has never regained the aura it enjoyed in the 1980s and 1990s.
CoMod Lotus
Shop now
Item No. 30887
Today it's not about the car itself, the new CARRERA Ford Capri Zakspeed D&W No.3 in 132 scale, but about the main sponsor on the racing car: D&W.
D&W Auto, Sport + Zubehör Handelsgesellschaft mbH & Co. KG was founded in 1971 by Detlef Sokowicz and Werner Bauer as a car accessories shop.
My generation (1970+) in particular still remembers the famous D&W catalog from their youth. A man is 18, finally has his driver's license, and finally his first car. Usually some cheap, often woefully underpowered car. Sure, there were guys back then who really invested in performance, but the fact was simple: we had little to no money for well-powered cars. On top of that, there was an insurance rating that started somewhere around 225% (those who inherited a low-interest insurance policy from their dad, grandpa, or another relative were lucky).
And that's where D&W came in. If the cars weren't fast, they at least had to look fast. Low, wide, hard, spoilers. The spoiler excesses of the eighties are legendary; nowadays, vehicles in the classic car scene are even being rebuilt true to the original, as was common back then. Back then, D&W supplied everything that made the cars deeper and wider. The catalog was the size and thickness of a telephone book of the time and was passed from hand to hand. Of course, the first few pages with the scantily clad girls were very important; they were standard in every catalog and were appraised accordingly. And D&W photographed them in front of spoilered cars by excellent photographers. The D&W girls were cult and stars at every tuning show.
The 80s and 90s were also the time when D&W made the most money. So it was almost a given that the company would eventually get involved in motorsports as a sponsor. And who better suited for this than the then almost unbeatable Ford Capri? Back then, a BMW wasn't a first car for a novice driver; used cars were simply too expensive. People drove Fords, Opels, VWs, and the braver ones even an Alfa or a Fiat. And D&W had something for everything: lowered suspension, spoiler packages from KAMEI, ZENDER, and so on. Rims from Borbet, BBS, sports steering wheels from Momo or Raid. Even seat covers were in vogue back then; sometimes a simple set of trim strips was enough. D&W had it all.
At the end of the 1990s, the entire tuning business slowly but steadily declined, partly due to the fact that the first car was becoming increasingly exclusive and that manufacturers increasingly took a piece of the tuning business for themselves (BMW: M-GmbH, Audi: S-Line, Mercedes: AMG models, etc.). The internet also emerged. Pilgrimages to the famous D&W temples were out of fashion. Incidentally, D&W's main store in Bochum was one of the filming locations for the 1991 film "Manta, Manta" starring Til Schweiger. There were additional branches in Frankfurt am Main, Berlin, and Bielefeld, as well as around 50 D&W centers and over 200 D&W sales points in Germany.
As a result, the company had to file for bankruptcy in 2009. D&W survived, and the company still exists today. But the company has never regained the aura it enjoyed in the 1980s and 1990s.
CoMod Lotus
Shop now
Carrera DIGITAL 124 Porsche Carrera 6
Carrera DIGITAL 124 Porsche Carrera 6
Carrera Digital 124 Porsche Carrera 6 "TV"
Item No. 23874
Porsche 906 Carrera 6, namesake and for me the epitome of the Carrera track and correspondingly a memory of my childhood track ... okay, the dinosaur still hasn't appeared ;-)
After the Carrera 6, not least vehemently demanded by the fans in the Carrera Club, had found its way back into the Carrera range and was then removed again after some time, I think it's pretty cool when from time to time one or the other real exotic appears again in the announcements of the following year's program.
The newly released Carrera 6 with the “start number” TV, the ZDF logo and two Mainzelmännchen... “Guuud´n Aaabn´d”.
In 1963, the funny dwarves first appeared among the then-sparse commercials, and from 1967—the year the Porsche 906 was first introduced—they were also available in color. Yes, there was once television exclusively in black and white ;-)
The original Porsche 906 had a television camera on board; personally, I can do without this not exactly small and elegant piece of equipment... even though this camera brought the legendary 1000 km race on the Nürburgring in 1967 into the living rooms of the country.
( see here )
For the Goodwood Festival of Speed 2016, the camera vehicle was faithfully restored by the Porsche Museum and made its rounds there to the delight of the audience ... typical of the vehicles in the Porsche Museum is their readiness for use and their use in outstanding show and racing events ... the Legend lives and drives.
The driving characteristics of the Carrera 6 model are well known... it's not a winner in the Carrera Classic series, but a pure Carrera 6 race is certainly very exciting from a driving perspective and a visual highlight anyway. Perhaps a Corvette Grand Sport or a Cheetah will stray onto the track and bring new impetus... something's happening there.
The model is – apart from the camera – true to the original and has no defects in production.
During my research, I found a few variants that Carrera hasn't yet implemented (e.g., plain orange or dark green), which I would be delighted to see released. I like the color scheme that's easily recognizable on the racetrack, but also the understated elegance. May the Carrera 6 story continue for some time to come.
joergW
Item No. 23874
Porsche 906 Carrera 6, namesake and for me the epitome of the Carrera track and correspondingly a memory of my childhood track ... okay, the dinosaur still hasn't appeared ;-)
After the Carrera 6, not least vehemently demanded by the fans in the Carrera Club, had found its way back into the Carrera range and was then removed again after some time, I think it's pretty cool when from time to time one or the other real exotic appears again in the announcements of the following year's program.
The newly released Carrera 6 with the “start number” TV, the ZDF logo and two Mainzelmännchen... “Guuud´n Aaabn´d”.
In 1963, the funny dwarves first appeared among the then-sparse commercials, and from 1967—the year the Porsche 906 was first introduced—they were also available in color. Yes, there was once television exclusively in black and white ;-)
The original Porsche 906 had a television camera on board; personally, I can do without this not exactly small and elegant piece of equipment... even though this camera brought the legendary 1000 km race on the Nürburgring in 1967 into the living rooms of the country.
( see here )
For the Goodwood Festival of Speed 2016, the camera vehicle was faithfully restored by the Porsche Museum and made its rounds there to the delight of the audience ... typical of the vehicles in the Porsche Museum is their readiness for use and their use in outstanding show and racing events ... the Legend lives and drives.
The driving characteristics of the Carrera 6 model are well known... it's not a winner in the Carrera Classic series, but a pure Carrera 6 race is certainly very exciting from a driving perspective and a visual highlight anyway. Perhaps a Corvette Grand Sport or a Cheetah will stray onto the track and bring new impetus... something's happening there.
The model is – apart from the camera – true to the original and has no defects in production.
During my research, I found a few variants that Carrera hasn't yet implemented (e.g., plain orange or dark green), which I would be delighted to see released. I like the color scheme that's easily recognizable on the racetrack, but also the understated elegance. May the Carrera 6 story continue for some time to come.
joergW
Carrera DIGITAL 124 Ford Capri Zakspeed Turbo
Carrera DIGITAL 124 Ford Capri Zakspeed Turbo
Carrera Digital 124 Ford Capri Zakspeed Turbo "Liqui Moly Equipe"
Item No. 23869
Item No. 23869
Carrera DIGITAL 124 Ford Capri Zakspeed Turbo
Carrera DIGITAL 124 Ford Capri Zakspeed Turbo
Carrera Digital 124 Ford Capri Zakspeed Turbo "Würth-Kraus-Zakspeed"
Item No. 23870
Klaus Ludwig's number one
In front of me is the 124-scale Ford Capri Turbo from the 1980 German Racing Championship.
The famous winning car of driver Klaus Ludwig, who won the most of the 13 races held in 1980, but missed out on the title after being disqualified in the first two races for a non-compliant rear spoiler, which cost him 25 championship points. Hans Heyer became champion at the time.
The Capri of the famous Zakspeed team, the racing team from Niederzissen in the Eifel region that had been racing since 1968, was powered by a 1.4 l engine developed by Zakspeed itself. The engine was a further development of the BDA powerplant designed by Cosworth for Ford, based on the 1.3 l Kent engine. The Ford weighed 830 kg and produced 600 hp. Initially, the car still had the large rear wing, but after this was banned, a large diffuser shaft was developed for the chassis to increase abrasion, and a smaller rear wing was installed. The Capri was the first Group 5 Capri with a so-called ground-effect underbody, modeled on the Formula 1 of the time: the turbo Capri exhibits completely different handling than other racing cars, especially in fast corners – the faster you go, the more the car is capable.
The original vehicle is now owned by the MK Mücke Motorsport Team. The racing team, which is also involved in the DTM, the ADAC Masters, and the FIA Formula 3, among others, uses the car in classic races, including the AvD Oldtimer Grand Prix. These days, the car's power has been reduced to around 540 hp. Owner Stefan Mücke commented on this in an interview: "By the way, we don't drive at the limit in terms of power at these events. The cars may have had over 600 hp back then, but the engines often blew up. So, in order not to overtax it, but still be able to compete at the front, around 540 hp is enough for us." And various class wins show that the Mücke Motor Sport Team is not wrong in this regard.
CoMod Lotus
Item No. 23870
Klaus Ludwig's number one
In front of me is the 124-scale Ford Capri Turbo from the 1980 German Racing Championship.
The famous winning car of driver Klaus Ludwig, who won the most of the 13 races held in 1980, but missed out on the title after being disqualified in the first two races for a non-compliant rear spoiler, which cost him 25 championship points. Hans Heyer became champion at the time.
The Capri of the famous Zakspeed team, the racing team from Niederzissen in the Eifel region that had been racing since 1968, was powered by a 1.4 l engine developed by Zakspeed itself. The engine was a further development of the BDA powerplant designed by Cosworth for Ford, based on the 1.3 l Kent engine. The Ford weighed 830 kg and produced 600 hp. Initially, the car still had the large rear wing, but after this was banned, a large diffuser shaft was developed for the chassis to increase abrasion, and a smaller rear wing was installed. The Capri was the first Group 5 Capri with a so-called ground-effect underbody, modeled on the Formula 1 of the time: the turbo Capri exhibits completely different handling than other racing cars, especially in fast corners – the faster you go, the more the car is capable.
The original vehicle is now owned by the MK Mücke Motorsport Team. The racing team, which is also involved in the DTM, the ADAC Masters, and the FIA Formula 3, among others, uses the car in classic races, including the AvD Oldtimer Grand Prix. These days, the car's power has been reduced to around 540 hp. Owner Stefan Mücke commented on this in an interview: "By the way, we don't drive at the limit in terms of power at these events. The cars may have had over 600 hp back then, but the engines often blew up. So, in order not to overtax it, but still be able to compete at the front, around 540 hp is enough for us." And various class wins show that the Mücke Motor Sport Team is not wrong in this regard.
CoMod Lotus
Carrera DIGITAL 124 pattern
Carrera DIGITAL 124 pattern
Carrera Digital 124 Porsche 917K " Porsche Salzburg - Brands Hatch 1970"
Item No. 23873
Item No. 23873
Carrera DIGITAL 124 Porsche 917K
Carrera DIGITAL 124 Porsche 917K
Carrera Digital 124 Porsche 917K " Porsche Salzburg - Brands Hatch 1970"
Item No. 23873
This year, a new version of the popular Porsche 917K is once again included in the large-scale model range. The Porsche is a perennial favorite and a favorite among racetrack and motorsport fans. This is no wonder, since this car truly established Porsche's global fame. Until the appearance of the 917, Porsche was more of an afterthought among sports car manufacturers; motorsport in the 1960s was dominated by Ford and Ferrari and their large-displacement racing cars. This marked the end of the Porsche 917K's career in 1970, after its first overall victory at the 24 Hours of Le Mans. For a very long time, that was it. The Porsche 917K alone won 31 of the 68 races it participated in. The other versions (908, 917LH, TC), etc., did the rest.
The white 917K with starting number 11 in front of me is the Porsche 917K chassis no. 23 driven by Dennis Hulme and Vic Elford, who finished second in the legendary rain-battle at Brands Hatch in 1970. First place went to the GULF Porsche of the John Wyer team. The car was one of two entries from Porsche Team Salzburg: in racing history, it is the lesser-known car, in contrast to chassis no. 20, the blue car with the white side stripes. The simple white livery with only the city number and a few sponsor logos unfortunately doesn't stand out as much as the sometimes colorful 917s of other teams throughout history.
This car is very well executed, only the two two-line dashes in the black-bordered starting numbers are a bit too short. We already know from other models that the DUNLOP advertising logos on the front flanks had to be replaced with the familiar DECENT DECADE logos.
All in all, a beautiful, simple model with the well-known good driving characteristics that is a lot of fun on the track.
CoMod Lotus
Item No. 23873
This year, a new version of the popular Porsche 917K is once again included in the large-scale model range. The Porsche is a perennial favorite and a favorite among racetrack and motorsport fans. This is no wonder, since this car truly established Porsche's global fame. Until the appearance of the 917, Porsche was more of an afterthought among sports car manufacturers; motorsport in the 1960s was dominated by Ford and Ferrari and their large-displacement racing cars. This marked the end of the Porsche 917K's career in 1970, after its first overall victory at the 24 Hours of Le Mans. For a very long time, that was it. The Porsche 917K alone won 31 of the 68 races it participated in. The other versions (908, 917LH, TC), etc., did the rest.
The white 917K with starting number 11 in front of me is the Porsche 917K chassis no. 23 driven by Dennis Hulme and Vic Elford, who finished second in the legendary rain-battle at Brands Hatch in 1970. First place went to the GULF Porsche of the John Wyer team. The car was one of two entries from Porsche Team Salzburg: in racing history, it is the lesser-known car, in contrast to chassis no. 20, the blue car with the white side stripes. The simple white livery with only the city number and a few sponsor logos unfortunately doesn't stand out as much as the sometimes colorful 917s of other teams throughout history.
This car is very well executed, only the two two-line dashes in the black-bordered starting numbers are a bit too short. We already know from other models that the DUNLOP advertising logos on the front flanks had to be replaced with the familiar DECENT DECADE logos.
All in all, a beautiful, simple model with the well-known good driving characteristics that is a lot of fun on the track.
CoMod Lotus
