Culture Clash - Comparison Test
#1
05-27-2010, 04:27 AM
Culture Clash - Comparison Test
HI `Member's,
Auto News from Road & Track so we know what's out there
on our highways of `life.....Below are dream machines for me and many.....Which one do you want or dream `about ?
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Culture Clash - Comparison Test
Before, the GT-R ruled the roost. Will the ZR1 and 911 have something to crow about?
I don't know 
Is the ZR`1 Still the "King of the Hill ?"
By Mike Monticello / Photos by Marc Urbano & Brian Blades
Now ~> 2010
Slideshow >>
Video >>
Download: Culture Clash Specifications >>
Download: Culture Clash Results >>
More: Chase Vehicle - 2010 BMW X5 M >>
Two years ago, we pitted the then-new Nissan GT-R against the Chevrolet Corvette Z06 and Porsche 911 Turbo (May 2008). The results astounded us: The all-wheel-drive, twin-turbocharged GT-R spanked its two better-known rivals, especially at the Buttonwillow racetrack, where the GT-R was some 5 seconds per lap quicker.
Chevy and Porsche didn’t take kindly to being beaten by this Japanese technological tour de force, so it was back to the drawing board. Now, Chevy has returned with the supercharged Corvette ZR1, offering more firepower—638 bhp, to be exact—than the Z06, improved handling manners and, for 2010, Performance Traction Management (PTM).
Porsche reworked its 911 Turbo enough for 2010 that it receives the internal code of 997 II. Of note here is the first all-new engine in the Turbo’s 35-year history, with direct injection and 500 bhp, along with the availability of Porsche Torque Vectoring (PTV).
Hopped up on Red Bull and Snickers, R&T staffers Shaun Bailey, Jonathan Elfalan and I headed off on a 3-day speed-seeking mission across the Western desert, first bee-lining to Spring Mountain Motorsports Ranch in Pahrump, Nevada, for a track day, followed by a strafing run through Death Valley and then on to the foothills of the jagged, snow-capped Sierras.
All this, just to answer one simple question: Is the GT-R still the king?
2011 Nissan GT-R Premium
Points 376.3
Lap Time 1:20.9
Photos | Video
The most significant point regarding the GT-R? It went from first in the points tally two years ago to last in this test. How? The GT-R has hardly changed since it was launched. Sure, Nissan gave it a 5-bhp bump along with slightly retuned suspension for 2010 (while also lowering its launch control rpm down to a less drivetrain-abusive 3000 revs), but little else has changed, while the ZR1 and 911 Turbo are new models.
Could it also be that we’ve moved beyond the “wow!” factor that initially surrounded the GT-R? Sure, we’re still amazed that Nissan can engineer an almost 4000-lb. car to handle so well (and at a world-beating price), but could it actually be overengineered at the expense of driver involvement?
Several factors contribute. First, there’s the quick-reacting all-wheel-drive system (ATTESA E-TS, for Advanced Total Traction Engineering System for All Electronic Torque Split), which rarely lets the car get out of shape on corner exit. Then there’s the 6-speed twin-clutch transmission that, with its large, column-mounted paddles, makes track shifting as easy as, well, flipping a paddle. And finally, there’s the GT-R’s 3.8-liter twin-turbo V-6. With 485 bhp at 6400 rpm and 434 lb.-ft. of torque at 3200 rpm, it has plenty of power and virtually zero turbo lag. But it also has zero personality: On the one hand, it seems you can never catch the turbos napping, but there’s also never a thrilling rush like in the 911 Turbo, or the sheer frightfulness of the ZR1. And the GT-R’s nondescript “whirring” engine noise makes it sound like the world’s most powerful vacuum cleaner.
While it’s true the GT-R doesn’t offer as much driving involvement as the ZR1 or the Turbo, you have to appreciate what it’s capable of at the track. Around SMMR’s 1.46-mile Radical Loop, the GT-R was sheer magic, with basically no vices. First, there’s the steering—almost alarmingly quick, it’s also exceptionally precise. And believe it or not, the GT-R can be coerced into oversteer on corner entry if you trail-brake, followed by exit oversteer if you put the power down early. But what the GT-R does differently than most cars is that it never tries to bite you. The amount of oversteer always seems easy to control, without any of those Fear of God moments where you almost wad up Nissan’s press car. “The GT-R is like the digital camera of cars,” pointed out Elfalan. “There’s no doubt it takes skill to extract the maximum potential from it, but it sure makes things easier.”
That easy-to-control nature led to quick lap times. The fact the GT-R was within 0.8 sec. of the ZR1, a car which possesses 153 more bhp and 555 fewer pounds than the portly GT-R, is downright amazing. It was also quicker than the much more expensive 911 Turbo by 0.4 sec.
Aiding the GT-R’s supreme confidence are stellar Brembo brakes. The 15.0-in. rotors, clamped by 6-piston front and 4-piston rear calipers, provide fade-free stopping power, without needing the insanely expensive carbon-ceramic rotors of the ZR1. And, the GT-R’s brakes give a firmer, more positive feel than the Vette’s.
The GT-R’s seats are also fantastic, well-bolstered and covered with a grippy cloth-type surface. I rated them best of the three, although Bailey preferred the Porsche’s: “The GT-R’s seats offer great lateral support, but the decorative piping digs into my thigh on long drives,” he complained. The GT-R offers the most upright driving position with a good outward view, but you sit a little too high. And despite adjustable suspension, the Nissan struggles to soak up harsh bumps out on the road.
Our feelings were mixed regarding the GT-R’s interior. While sporty and modern—the information-riddled center monitor and oversize gear indicator are nice touches—some question whether its cabin is befitting an $85,000 car. But when you think about the performance you’re getting for that $85,000, the GT-R remains the bargain of elite-level sports cars. Continued >>
More:
Photos: Culture Clash >>
Video: Culture Clash >>
2010 Chevrolet Corvette ZR1: Photos | Video | One Lap Around
2010 Porsche 911 Turbo: Photos | Video | One Lap Around
2011 Nissan GT-R Premium: Photos | Video | One Lap Around
2008 Comparison Test: Nissan GT-R vs. Chevrolet Corvette Z06 vs. Porsche 911 Turbo >>
...Continued...
TOP COMPETITORS
ğ Overviewğ Photos & 360° Viewğ Specsğ Prices w/Options
Pages: 1 23Photos
Auto News from Road & Track so we know what's out there
on our highways of `life.....Below are dream machines for me and many.....Which one do you want or dream `about ?
Post & let us know....We must stay informed : )
Culture Clash - Comparison Test
Before, the GT-R ruled the roost. Will the ZR1 and 911 have something to crow about?
I don't know Is the ZR`1 Still the "King of the Hill ?"
By Mike Monticello / Photos by Marc Urbano & Brian Blades
Now ~> 2010
Slideshow >> Video >> Download: Culture Clash Specifications >>
Download: Culture Clash Results >>
More: Chase Vehicle - 2010 BMW X5 M >>
Two years ago, we pitted the then-new Nissan GT-R against the Chevrolet Corvette Z06 and Porsche 911 Turbo (May 2008). The results astounded us: The all-wheel-drive, twin-turbocharged GT-R spanked its two better-known rivals, especially at the Buttonwillow racetrack, where the GT-R was some 5 seconds per lap quicker.
Chevy and Porsche didn’t take kindly to being beaten by this Japanese technological tour de force, so it was back to the drawing board. Now, Chevy has returned with the supercharged Corvette ZR1, offering more firepower—638 bhp, to be exact—than the Z06, improved handling manners and, for 2010, Performance Traction Management (PTM).
Porsche reworked its 911 Turbo enough for 2010 that it receives the internal code of 997 II. Of note here is the first all-new engine in the Turbo’s 35-year history, with direct injection and 500 bhp, along with the availability of Porsche Torque Vectoring (PTV).
Hopped up on Red Bull and Snickers, R&T staffers Shaun Bailey, Jonathan Elfalan and I headed off on a 3-day speed-seeking mission across the Western desert, first bee-lining to Spring Mountain Motorsports Ranch in Pahrump, Nevada, for a track day, followed by a strafing run through Death Valley and then on to the foothills of the jagged, snow-capped Sierras.
All this, just to answer one simple question: Is the GT-R still the king?
2011 Nissan GT-R Premium
Points 376.3
Lap Time 1:20.9
Photos | Video
The most significant point regarding the GT-R? It went from first in the points tally two years ago to last in this test. How? The GT-R has hardly changed since it was launched. Sure, Nissan gave it a 5-bhp bump along with slightly retuned suspension for 2010 (while also lowering its launch control rpm down to a less drivetrain-abusive 3000 revs), but little else has changed, while the ZR1 and 911 Turbo are new models.
Could it also be that we’ve moved beyond the “wow!” factor that initially surrounded the GT-R? Sure, we’re still amazed that Nissan can engineer an almost 4000-lb. car to handle so well (and at a world-beating price), but could it actually be overengineered at the expense of driver involvement?
Several factors contribute. First, there’s the quick-reacting all-wheel-drive system (ATTESA E-TS, for Advanced Total Traction Engineering System for All Electronic Torque Split), which rarely lets the car get out of shape on corner exit. Then there’s the 6-speed twin-clutch transmission that, with its large, column-mounted paddles, makes track shifting as easy as, well, flipping a paddle. And finally, there’s the GT-R’s 3.8-liter twin-turbo V-6. With 485 bhp at 6400 rpm and 434 lb.-ft. of torque at 3200 rpm, it has plenty of power and virtually zero turbo lag. But it also has zero personality: On the one hand, it seems you can never catch the turbos napping, but there’s also never a thrilling rush like in the 911 Turbo, or the sheer frightfulness of the ZR1. And the GT-R’s nondescript “whirring” engine noise makes it sound like the world’s most powerful vacuum cleaner.
While it’s true the GT-R doesn’t offer as much driving involvement as the ZR1 or the Turbo, you have to appreciate what it’s capable of at the track. Around SMMR’s 1.46-mile Radical Loop, the GT-R was sheer magic, with basically no vices. First, there’s the steering—almost alarmingly quick, it’s also exceptionally precise. And believe it or not, the GT-R can be coerced into oversteer on corner entry if you trail-brake, followed by exit oversteer if you put the power down early. But what the GT-R does differently than most cars is that it never tries to bite you. The amount of oversteer always seems easy to control, without any of those Fear of God moments where you almost wad up Nissan’s press car. “The GT-R is like the digital camera of cars,” pointed out Elfalan. “There’s no doubt it takes skill to extract the maximum potential from it, but it sure makes things easier.”
That easy-to-control nature led to quick lap times. The fact the GT-R was within 0.8 sec. of the ZR1, a car which possesses 153 more bhp and 555 fewer pounds than the portly GT-R, is downright amazing. It was also quicker than the much more expensive 911 Turbo by 0.4 sec.
Aiding the GT-R’s supreme confidence are stellar Brembo brakes. The 15.0-in. rotors, clamped by 6-piston front and 4-piston rear calipers, provide fade-free stopping power, without needing the insanely expensive carbon-ceramic rotors of the ZR1. And, the GT-R’s brakes give a firmer, more positive feel than the Vette’s.
The GT-R’s seats are also fantastic, well-bolstered and covered with a grippy cloth-type surface. I rated them best of the three, although Bailey preferred the Porsche’s: “The GT-R’s seats offer great lateral support, but the decorative piping digs into my thigh on long drives,” he complained. The GT-R offers the most upright driving position with a good outward view, but you sit a little too high. And despite adjustable suspension, the Nissan struggles to soak up harsh bumps out on the road.
Our feelings were mixed regarding the GT-R’s interior. While sporty and modern—the information-riddled center monitor and oversize gear indicator are nice touches—some question whether its cabin is befitting an $85,000 car. But when you think about the performance you’re getting for that $85,000, the GT-R remains the bargain of elite-level sports cars. Continued >>
More:
Photos: Culture Clash >>
Video: Culture Clash >>
2010 Chevrolet Corvette ZR1: Photos | Video | One Lap Around
2010 Porsche 911 Turbo: Photos | Video | One Lap Around
2011 Nissan GT-R Premium: Photos | Video | One Lap Around
2008 Comparison Test: Nissan GT-R vs. Chevrolet Corvette Z06 vs. Porsche 911 Turbo >>
...Continued...
TOP COMPETITORS
- Aston Martin V-8 Vantage coupe
- Audi R8
- BMW 6-series coupe
- Chevrolet Corvette Z06
- Porsche 911 Carrera
ğ Overviewğ Photos & 360° Viewğ Specsğ Prices w/Options
Pages: 1 23Photos
Last edited by Space; 05-27-2010 at 05:17 AM.
#2
05-27-2010, 04:32 AM
2010 Chevrolet Corvette Z06
(see future models)
Select Style Choose Style: All Styles
Base Price: $75,235
R&T Overview:
If you’ve ever been to a Corvette owners’ gathering, you’ll hear: “It’s not if you buy a Corvette, it’s when.” We call it an affordable legend. Every tiny detail is scrutinized by these folks, such as this year’s addition of the Z06 model’s rear spoiler to all convertibles. And new this year is the Grand Sport, which essentially has the Z06’s suspension and added width, not to mention Porsche-style dry-sump oiling for its 6.2-liter V-8, and a rear-mounted battery. The Z06 model adds a power passenger seat, while the potent ZR1 gets “traction management,” which allows you Nürburgring-quality driving experiences here on home soil. Simply put, the Corvette is the common man’s supercar, a performance bargain.
(see future models)
Select Style Choose Style: All Styles
Base Price: $75,235R&T Overview:
If you’ve ever been to a Corvette owners’ gathering, you’ll hear: “It’s not if you buy a Corvette, it’s when.” We call it an affordable legend. Every tiny detail is scrutinized by these folks, such as this year’s addition of the Z06 model’s rear spoiler to all convertibles. And new this year is the Grand Sport, which essentially has the Z06’s suspension and added width, not to mention Porsche-style dry-sump oiling for its 6.2-liter V-8, and a rear-mounted battery. The Z06 model adds a power passenger seat, while the potent ZR1 gets “traction management,” which allows you Nürburgring-quality driving experiences here on home soil. Simply put, the Corvette is the common man’s supercar, a performance bargain.
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