Road&Track: GTR vs. Vette Z06 vs, Porche 911 Turbo
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Road&Track: GTR vs. Vette Z06 vs, Porche 911 Turbo
Comments on GT-R
We knew coming into this test that Nissan's GT-R was good; we just didn't know how good. Our world-exclusive first test of the U.S.-spec GT-R marks a significant occasion because it's the first time anyone has driven the car with its newly revised suspension tuning, and the first time the GT-R's performance is being compared head-to-head with its rivals'.
Where the GT-R shined brightest was at the racetrack. You can see from its lap times that it handed both the Chevrolet Corvette and Porsche 911 Turbo their respective lunches, working its way around Buttonwillow's challenging Race No. 13 configuration about 5 sec. faster than the others. We were all impressed with Nissan's twin-turbo 3.8-liter V-6 that produces 480 bhp at 6400 rpm and 434 lb.-ft. of torque from 3200 to 5200 rpm, mated to a rear-mounted 6-speed twin-clutch gearbox. The IHI turbos, mounted to the exhaust manifolds for quick response, provide 11.8 psi of boost, helping the GT-R reach 60 mph in 3.4 sec., and get to the quarter mile in 11.8 — right there with the others despite its test weight of 3960 lb.
"The power from the GT-R's engine is phenomenal. Not because it has so much of it, but because it's delivered in such a smooth, naturally aspirated fashion. The smaller turbos of the GT-R spool up more quickly than the Porsche's, giving the effect of no lag. Its engine note, however, doesn't stir my sensibilities the way the Z06's and the 911 Turbo's do," Monticello observed.
The GT-R's handling was in a league by itself. The suspension felt more compliant than the Japan-spec model's, yet still provided unbelievable stability through all variety of corners. Just when you think you feel the rear end coming out, stay on the throttle and let the ATTESA E-TS awd system do its thing. It'll immediately transfer as much as 50 percent of the engine torque to the front wheels (the torque split for normal driving is 2/98), stabilizing the car without sacrificing speed. The Nissan's handling balance is so spectacular that it registered 1.01g on the skidpad and romped through the slalom at an impressive 73.4 mph, about 3 mph faster than the others (and faster than the Ferrari Enzo).
"The GT-R responds best when thrown into corners with gusto. Under braking with a bit of turn to the steering wheel, the GT-R's back end will come into play to help you tighten the corner line a bit, but never so much as to make the car unstable. Steering effort is light, and the awd system takes much of the drama out of exiting corners," Bornhop remarked.
The GT-R also performed well on the open road, though we gave the nod to the Porsche 911 Turbo in this department. That said, we could easily live with the GT-R on a daily basis. The ride is solid, it's the only one here with a conventional trunk, and the seats are comfortable. The Dunlop SP Sports get noisy at highway speed, but other than this and an occasionally clunky low-speed shift, the GT-R is a capable daily commuter.
"There's plenty of room for a big guy and a back seat that can be used by shorter folks on the occasional run to lunch. The ride is on the harsh side, even with the suspension setting switched to full comfort. The various screens of the monitor are neat, though some of the materials here could be better. But could I spend all day in the car? You bet," Monticello said.
As for the car's styling, we like it, although there are others who feel that it looks too robot-like. But the bottom line here has little to do with the car's looks and everything to do with how it performed. Simply put, the GT-R is the most potent automobile to ever come from Japan, and will surely have manufacturers in America and Europe rethinking their ways. If it weren't for the car's $69,850 asking price (an estimated $72,880 for our test car) — and the fact it wears a Nissan badge — the GT-R might well be considered the most exotic car on the planet.
Full test
http://www.roadandtrack.com/article....rticle_id=6594
We knew coming into this test that Nissan's GT-R was good; we just didn't know how good. Our world-exclusive first test of the U.S.-spec GT-R marks a significant occasion because it's the first time anyone has driven the car with its newly revised suspension tuning, and the first time the GT-R's performance is being compared head-to-head with its rivals'.
Where the GT-R shined brightest was at the racetrack. You can see from its lap times that it handed both the Chevrolet Corvette and Porsche 911 Turbo their respective lunches, working its way around Buttonwillow's challenging Race No. 13 configuration about 5 sec. faster than the others. We were all impressed with Nissan's twin-turbo 3.8-liter V-6 that produces 480 bhp at 6400 rpm and 434 lb.-ft. of torque from 3200 to 5200 rpm, mated to a rear-mounted 6-speed twin-clutch gearbox. The IHI turbos, mounted to the exhaust manifolds for quick response, provide 11.8 psi of boost, helping the GT-R reach 60 mph in 3.4 sec., and get to the quarter mile in 11.8 — right there with the others despite its test weight of 3960 lb.
"The power from the GT-R's engine is phenomenal. Not because it has so much of it, but because it's delivered in such a smooth, naturally aspirated fashion. The smaller turbos of the GT-R spool up more quickly than the Porsche's, giving the effect of no lag. Its engine note, however, doesn't stir my sensibilities the way the Z06's and the 911 Turbo's do," Monticello observed.
The GT-R's handling was in a league by itself. The suspension felt more compliant than the Japan-spec model's, yet still provided unbelievable stability through all variety of corners. Just when you think you feel the rear end coming out, stay on the throttle and let the ATTESA E-TS awd system do its thing. It'll immediately transfer as much as 50 percent of the engine torque to the front wheels (the torque split for normal driving is 2/98), stabilizing the car without sacrificing speed. The Nissan's handling balance is so spectacular that it registered 1.01g on the skidpad and romped through the slalom at an impressive 73.4 mph, about 3 mph faster than the others (and faster than the Ferrari Enzo).
"The GT-R responds best when thrown into corners with gusto. Under braking with a bit of turn to the steering wheel, the GT-R's back end will come into play to help you tighten the corner line a bit, but never so much as to make the car unstable. Steering effort is light, and the awd system takes much of the drama out of exiting corners," Bornhop remarked.
The GT-R also performed well on the open road, though we gave the nod to the Porsche 911 Turbo in this department. That said, we could easily live with the GT-R on a daily basis. The ride is solid, it's the only one here with a conventional trunk, and the seats are comfortable. The Dunlop SP Sports get noisy at highway speed, but other than this and an occasionally clunky low-speed shift, the GT-R is a capable daily commuter.
"There's plenty of room for a big guy and a back seat that can be used by shorter folks on the occasional run to lunch. The ride is on the harsh side, even with the suspension setting switched to full comfort. The various screens of the monitor are neat, though some of the materials here could be better. But could I spend all day in the car? You bet," Monticello said.
As for the car's styling, we like it, although there are others who feel that it looks too robot-like. But the bottom line here has little to do with the car's looks and everything to do with how it performed. Simply put, the GT-R is the most potent automobile to ever come from Japan, and will surely have manufacturers in America and Europe rethinking their ways. If it weren't for the car's $69,850 asking price (an estimated $72,880 for our test car) — and the fact it wears a Nissan badge — the GT-R might well be considered the most exotic car on the planet.
Full test
http://www.roadandtrack.com/article....rticle_id=6594
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Comments on GT-R
We knew coming into this test that Nissan's GT-R was good; we just didn't know how good. Our world-exclusive first test of the U.S.-spec GT-R marks a significant occasion because it's the first time anyone has driven the car with its newly revised suspension tuning, and the first time the GT-R's performance is being compared head-to-head with its rivals'.
Where the GT-R shined brightest was at the racetrack. You can see from its lap times that it handed both the Chevrolet Corvette and Porsche 911 Turbo their respective lunches, working its way around Buttonwillow's challenging Race No. 13 configuration about 5 sec. faster than the others. We were all impressed with Nissan's twin-turbo 3.8-liter V-6 that produces 480 bhp at 6400 rpm and 434 lb.-ft. of torque from 3200 to 5200 rpm, mated to a rear-mounted 6-speed twin-clutch gearbox. The IHI turbos, mounted to the exhaust manifolds for quick response, provide 11.8 psi of boost, helping the GT-R reach 60 mph in 3.4 sec., and get to the quarter mile in 11.8 — right there with the others despite its test weight of 3960 lb.
"The power from the GT-R's engine is phenomenal. Not because it has so much of it, but because it's delivered in such a smooth, naturally aspirated fashion. The smaller turbos of the GT-R spool up more quickly than the Porsche's, giving the effect of no lag. Its engine note, however, doesn't stir my sensibilities the way the Z06's and the 911 Turbo's do," Monticello observed.
The GT-R's handling was in a league by itself. The suspension felt more compliant than the Japan-spec model's, yet still provided unbelievable stability through all variety of corners. Just when you think you feel the rear end coming out, stay on the throttle and let the ATTESA E-TS awd system do its thing. It'll immediately transfer as much as 50 percent of the engine torque to the front wheels (the torque split for normal driving is 2/98), stabilizing the car without sacrificing speed. The Nissan's handling balance is so spectacular that it registered 1.01g on the skidpad and romped through the slalom at an impressive 73.4 mph, about 3 mph faster than the others (and faster than the Ferrari Enzo).
"The GT-R responds best when thrown into corners with gusto. Under braking with a bit of turn to the steering wheel, the GT-R's back end will come into play to help you tighten the corner line a bit, but never so much as to make the car unstable. Steering effort is light, and the awd system takes much of the drama out of exiting corners," Bornhop remarked.
The GT-R also performed well on the open road, though we gave the nod to the Porsche 911 Turbo in this department. That said, we could easily live with the GT-R on a daily basis. The ride is solid, it's the only one here with a conventional trunk, and the seats are comfortable. The Dunlop SP Sports get noisy at highway speed, but other than this and an occasionally clunky low-speed shift, the GT-R is a capable daily commuter.
"There's plenty of room for a big guy and a back seat that can be used by shorter folks on the occasional run to lunch. The ride is on the harsh side, even with the suspension setting switched to full comfort. The various screens of the monitor are neat, though some of the materials here could be better. But could I spend all day in the car? You bet," Monticello said.
As for the car's styling, we like it, although there are others who feel that it looks too robot-like. But the bottom line here has little to do with the car's looks and everything to do with how it performed. Simply put, the GT-R is the most potent automobile to ever come from Japan, and will surely have manufacturers in America and Europe rethinking their ways. If it weren't for the car's $69,850 asking price (an estimated $72,880 for our test car) — and the fact it wears a Nissan badge — the GT-R might well be considered the most exotic car on the planet.
Full test
http://www.roadandtrack.com/article....rticle_id=6594
We knew coming into this test that Nissan's GT-R was good; we just didn't know how good. Our world-exclusive first test of the U.S.-spec GT-R marks a significant occasion because it's the first time anyone has driven the car with its newly revised suspension tuning, and the first time the GT-R's performance is being compared head-to-head with its rivals'.
Where the GT-R shined brightest was at the racetrack. You can see from its lap times that it handed both the Chevrolet Corvette and Porsche 911 Turbo their respective lunches, working its way around Buttonwillow's challenging Race No. 13 configuration about 5 sec. faster than the others. We were all impressed with Nissan's twin-turbo 3.8-liter V-6 that produces 480 bhp at 6400 rpm and 434 lb.-ft. of torque from 3200 to 5200 rpm, mated to a rear-mounted 6-speed twin-clutch gearbox. The IHI turbos, mounted to the exhaust manifolds for quick response, provide 11.8 psi of boost, helping the GT-R reach 60 mph in 3.4 sec., and get to the quarter mile in 11.8 — right there with the others despite its test weight of 3960 lb.
"The power from the GT-R's engine is phenomenal. Not because it has so much of it, but because it's delivered in such a smooth, naturally aspirated fashion. The smaller turbos of the GT-R spool up more quickly than the Porsche's, giving the effect of no lag. Its engine note, however, doesn't stir my sensibilities the way the Z06's and the 911 Turbo's do," Monticello observed.
The GT-R's handling was in a league by itself. The suspension felt more compliant than the Japan-spec model's, yet still provided unbelievable stability through all variety of corners. Just when you think you feel the rear end coming out, stay on the throttle and let the ATTESA E-TS awd system do its thing. It'll immediately transfer as much as 50 percent of the engine torque to the front wheels (the torque split for normal driving is 2/98), stabilizing the car without sacrificing speed. The Nissan's handling balance is so spectacular that it registered 1.01g on the skidpad and romped through the slalom at an impressive 73.4 mph, about 3 mph faster than the others (and faster than the Ferrari Enzo).
"The GT-R responds best when thrown into corners with gusto. Under braking with a bit of turn to the steering wheel, the GT-R's back end will come into play to help you tighten the corner line a bit, but never so much as to make the car unstable. Steering effort is light, and the awd system takes much of the drama out of exiting corners," Bornhop remarked.
The GT-R also performed well on the open road, though we gave the nod to the Porsche 911 Turbo in this department. That said, we could easily live with the GT-R on a daily basis. The ride is solid, it's the only one here with a conventional trunk, and the seats are comfortable. The Dunlop SP Sports get noisy at highway speed, but other than this and an occasionally clunky low-speed shift, the GT-R is a capable daily commuter.
"There's plenty of room for a big guy and a back seat that can be used by shorter folks on the occasional run to lunch. The ride is on the harsh side, even with the suspension setting switched to full comfort. The various screens of the monitor are neat, though some of the materials here could be better. But could I spend all day in the car? You bet," Monticello said.
As for the car's styling, we like it, although there are others who feel that it looks too robot-like. But the bottom line here has little to do with the car's looks and everything to do with how it performed. Simply put, the GT-R is the most potent automobile to ever come from Japan, and will surely have manufacturers in America and Europe rethinking their ways. If it weren't for the car's $69,850 asking price (an estimated $72,880 for our test car) — and the fact it wears a Nissan badge — the GT-R might well be considered the most exotic car on the planet.
Full test
http://www.roadandtrack.com/article....rticle_id=6594
Man this car is impressing me more and more everyday.
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