Close

Activity Stream

Filter
Sort By Time Show
Recent Recent Popular Popular Anytime Anytime Last 24 Hours Last 24 Hours Last 7 Days Last 7 Days Last 30 Days Last 30 Days All All Photos Photos Forum Forums Articles Articles
Filter by: Popular Forums Last 7 Days Clear All
  • Sticky's Avatar
    Yesterday, 01:41 AM
    You are going to see these cars compared frequently. They are not exactly the same thing but they represent tremendous performance cars from their respective countries. You are smart enough to know what those countries are so we do not need to go over the basics here and can get right down to the meat and potatoes. The Chevrolet Corvette Z06 is the newest of the trio. The GTR at this point is riding the most dated platform but it can not be overstated just how admirable of a job Nissan has done in continually updating the GTR. The Porsche 991 Turbo S of course is the highest performance turbocharged 911 available these days. All of these cars have forced induction powerplants but the GTR and 911 Turbo S have all wheel drive and dual clutch transmissions. Major factors admittedly versus the 7-speed manual rear wheel drive Corvette Z06. Now, on paper, the Z06 should demolish these cars. Z06 performance has been very perplexing though as MotorTrend learned when they compared the Z06 to the Nismo GTR. Well, now it is Car and Driver's turn. The Z06 is the lightest car here at 3530 pounds. It offers the most power and torque with its 650 horsepower and 650 lb-ft of torque supercharged LT4 V8. So why is it the slowest in a straight line? It isn't surprising the Z06 can not win 0-60 sprints against all wheel drive competition but trailing 0-150? And in 1/4 mile trap speed? The 991 Turbo S beats both but that also raises questions as the Car and Driver previously got a 10.8 @ 126 out of the Turbo S in a 1/4 mile. Is this car a ringer? Or did Car and Driver suddenly master the ever so complicated PDK? Something already stinks here. Regardless, the 991 Turbo S with its 10.6 @ 130 is the quickest and fastest car. The Nismo brings up the middle with an 11.0 @ 128. The Z06 trails with an 11.5 @ 125. Maybe Car and Driver needs the automatic Z06? Is it the drag of the Z07 package that is an issue again? Acceleration isn't everything, right? The Z06 brakes better than the other two. It is better balanced being the closest to 50/50. Its skidpad number is an insane 1.15g. It has the best slalom speed. It has everything going for it. So what wins on the roadcourse? We don't know. Car and Driver is 'saving' themselves for their Lightning Lap comparison. What is this, a freshman cheerleader on prom night? Give us the goods. MotorTrend put out, why can't you? Instead we get a bunch of talk from Car and Driver regarding which car they liked the best. It turns out the Z06 is the car they liked the best. Its handling is described as next level and indeed it is. The Z06 is amazing when you do things other than accelerate which is why this network is pissed off we have no laptimes. The GTR finishes in last and is said to feel dated. It is dated. That does not mean it still is not a hell of a performance car but when a Corvette Z06 feels more refined there are problems. The 911 Turbo S finishes in the middle of the pack and perhaps it is time too for Porsche to re-evaluate this whole the 911 has to be the top of the food chain mentality. It did finish last in the slalom and perhaps having all that weight over the rear end is not the best for handling transitions. What would happen if they gave the Cayman the 911 Turbo S engine? Yeah, we all know what would happen. Porsche does too. So, an interesting comparison despite Car and Driver not giving us the real goods. These days though, we don't like to be teased. We want to come away satisfied. This comparison does not provide that satisfaction. COMPARISON TESTS VEHICLE 2015 Chevrolet Corvette Z06 2015 Nissan GT-R NISMO 2014 Porsche 911 Turbo S BASE PRICE $78,995 $151,585 $183,695 PRICE AS TESTED $102,120 $151,880 $195,175 DIMENSIONS LENGTH 177.9 inches 184.3 inches 177.4 inches WIDTH 77.4 inches 74.6 inches 74.0 inches HEIGHT 48.6 inches 54.2 inches 51.0 inches WHEELBASE 106.7 inches 109.4 inches 96.5 inches FRONT TRACK 63.5 inches 63.0 inches 60.6 inches REAR TRACK 62.5 inches 63.0 inches 62.6 inches INTERIOR VOLUME F: 52 cubic feet F: 53 cubic feet R: 26 cubic feet F: 50 cubic feet R: 17 cubic feet CARGO 15 cubic feet 9 cubic feet 13 cubic feet POWERTRAIN ENGINE supercharged pushrod 16-valve V-8 376 cu in (6162 cc) twin-turbocharged DOHC 24-valve V-6 232 cu in (3799 cc) twin-turbocharged DOHC 24-valve flat-6 232 cu in (3800 cc) POWER HP @ RPM 650 @ 6400 600 @ 6800 560 @ 6750 TORQUE LB-FT @ RPM 650 @ 3600 481 @ 3200 516 @ 2100 REDLINE / FUEL CUTOFF 6500/6700 rpm 7000/7000 rpm 7000/7200 rpm LB PER HP 5.4 6.5 6.4 DRIVELINE TRANSMISSION 7-speed manual 6-speed dual-clutch automatic 7-speed dual-clutch automatic DRIVEN WHEELS rear all all GEAR RATIO:1/ MPH PER 1000 RPM/ MAX MPH 1. 2.29/9.8/66 2. 1.61/13.9/93 3. 1.21/18.5/124 4. 1.00/22.4/150 5. 0.82/27.3/183 6. 0.68/32.9/185 7. 0.45/49.8/175 1. 4.06/5.3/37 2. 2.30/9.4/66 3. 1.60/13.6/95 4. 1.25/17.3/121 5. 1.00/21.6/151 6. 0.80/27.2/191 1. 3.91/5.9/42 2. 2.29/10.0/72 3. 1.58/14.6/105 4. 1.18/19.4/140 5. 0.94/24.4/176 6. 0.79/29.2/198 7. 0.62/36.9/180 AXLE RATIO:1 3.42 3.70 3.44 CHASSIS SUSPENSION F: control arms, leaf spring, anti-roll bar R: control arms, leaf spring, anti-roll bar F: control arms, coil springs, anti-roll bar R: multilink, coil springs, anti-roll bar F: struts, coil springs, anti-roll bar R: multilink, coil springs, anti-roll bar BRAKES F: 15.5-inch vented, cross-drilled, ceramic disc R: 15.3-inch vented, cross-drilled, ceramic disc F: 15.4-inch vented, cross-drilled disc R: 15.0-inch vented, cross-drilled disc F: 16.1-inch vented, cross-drilled, ceramic disc R: 15.4-inch vented, cross-drilled, ceramic disc STABILITY CONTROL fully defeatable, traction off, competition mode, launch control fully defeatable, competition mode, launch control fully defeatable, launch control TIRES Michelin Pilot Sport Cup 2 ZP F: P285/30ZR-19 (94Y) R: P335/25ZR-20 (99Y) Dunlop SP Sport Maxx GT 600 DSST CTT F: 255/40ZRF-20 (97Y) R: 285/35ZRF-20 (100Y) Pirelli P Zero F: 245/35ZR-20 (91Y) R: 305/30ZR-20 (103Y) C/D TEST RESULTS ACCELERATION 0–30 MPH 1.6 sec 1.2 sec 1.0 sec 0–60 MPH 3.3 sec 2.9 sec 2.5 sec 0–100 MPH 7.5 sec 6.6 sec 6.2 sec 0–150 MPH 17.9 sec 15.8 sec 14.9 sec -MILE @ MPH 11.5 sec @ 125 11.0 sec @ 128 10.6 sec @ 130 ROLLING START, 5–60 MPH 4.0 sec 3.8 sec 3.4 sec TOP GEAR, 30–50 MPH 13.9 sec 3.8 sec 2.1 sec TOP GEAR, 50–70 MPH 10.8 sec 3.0 sec 2.3 sec TOP SPEED 185 mph (drag ltd)* 191 mph (redline ltd) 198 mph (drag ltd, mfr's claim) CHASSIS BRAKING 70–0 MPH 135 feet 152 feet 145 feet BRAKING 100–0 MPH 261 feet 275 feet 291 feet ROADHOLDING, 300-FT-DIA SKIDPAD 1.15 g 1.02 g 1.07 g 610-FT SLALOM 50.1 mph 48.2 mph 48.1 mph WEIGHT CURB 3530 pounds 3894 pounds 3590 pounds %FRONT/%REAR 50.3/49.7 54.3/45.7 38.8/61.2 FUEL TANK 18.5 gallons 19.5 gallons 18.0 gallons RATING 91 octane 93 octane 93 octane EPA CITY/HWY 15/22 mpg 16/23 mpg 17/24 mpg C/D 450-MILE TRIP 13 mpg 12 mpg 14 mpg SOUND LEVEL IDLE 60 dBA 54 dBA 55 dBA FULL THROTTLE 93 dBA 90 dBA 83 dBA 70-MPH CRUISE 77 dBA 75 dBA 73 dBA *C/D estimated. tested in California City, California, by K.C. COLWELL and TONY QUIROGA Final Results VEHICLE RANK Max Pts. Available 1 2015 Chevrolet Corvette Z06 2 2014 Porsche 911 Turbo S 3 2015 Nissan GT-R NISMO DRIVER COMFORT 10 8 10 7 ERGONOMICS 10 9 9 8 REAR-SEAT COMFORT 5 0 1 1 CARGO SPACE* 5 5 4 2 FEATURES/AMENITIES* 10 9 10 7 FIT AND FINISH 10 8 10 8 INTERIOR STYLING 10 8 9 7 EXTERIOR STYLING 10 9 9 8 REBATES/EXTRAS* 5 0 0 0 AS-TESTED PRICE* 20 20 2 8 SUBTOTAL 95 76 64 56 POWERTRAIN 1/4-MILE ACCELERATION* 20 16 20 18 FLEXIBILITY* 5 3 3 3 FUEL ECONOMY* 10 9 10 8 ENGINE NVH 10 8 10 7 TRANSMISSION 10 9 10 7 SUBTOTAL 55 45 53 43 CHASSIS PERFORMANCE* 20 20 17 15 STEERING FEEL 10 10 9 9 BRAKE FEEL 10 10 9 8 HANDLING 10 10 9 8 RIDE 10 8 10 6 SUBTOTAL 60 58 54 46 EXPERIENCE FUN TO DRIVE 25 24 24 20 342352234 203 195 165
    17 replies | 90 view(s)
  • Sticky's Avatar
    03-26-2015, 07:16 PM
    Not much can play with a BMW S1000RR in stock form. The bike is flat out absurdly fast. When tuned? Well, it takes something pretty damn special to run it. An 1100+ horsepower Boost Logic Nissan GTR may just qualify as something up to the task. The thing is though these two S1000RR's in the video are tuned. The camera bike has a Brentuning ECU tune in addition to a full Akrapovic exhaust system. The other S1000RR just features a full exhaust and a PCV (Power Commander V). The Brentuning ECU tune makes a large difference as the camera bike destroys the other S1000RR and the GTR. They do three runs and in all three it pulls pretty hard. Thank you to BimmerBoost member @Czero for the video.
    6 replies | 119 view(s)
  • rac's Avatar
    03-25-2015, 04:16 AM
    anyone have experience/opinion on good engine simulation software? particularly interested in being able to load custom head flow numbers, cam profiles etc and be applicable to turbocharged application. i don't mind paying some $, but not that keen on paying $ and finding out its useless for everything other than a 350 chev. r.
    3 replies | 191 view(s)
  • AdminTeam's Avatar
    03-25-2015, 04:49 PM
    Hey etspec: :text-welcomewave:
    2 replies | 108 view(s)
  • Sticky's Avatar
    03-27-2015, 03:07 PM
    These are two performance sport utility vehicles that do have similarities. They are German, turbocharged, all wheel drive, and both feature dual clutch transmissions. Beyond that though we are talking very different vehicles as the GLA45 AMG is essentially based on a front wheel drive sedan platform. That of course being the CLA-Class. The GLA45 AMG can be thought of as a CLA45 AMG on stilts. The test numbers show the GLA45 AMG matches its sibling pretty much across the board. That includes in curb weight as the GLA45 weighs only 3589 pounds. The GLA45 AMG also features the M133 2.0 liter four-cylinder AMG engine. With 355 horsepower and 332 lb-ft of torque it is no slouch and capable of high 12's in the 1/4 mile in stock form. The Macan Turbo though has a 3.6 liter twin turbo V6. The engine is less stressed and puts out more horsepower and torque in stock form. 400 horsepower and 406 lb-ft of torque. It's bigger, heavier (roughly 4500 pounds), more powerful, and more expensive. Would the 340 horsepower 3.0 liter twin turbo V6 Macan S that starts at $49,900 make more sense for this comparison? If you are trying to level the playing field a bit, yes. But even so the Macan S and Turbo are larger vehicles. The GLK is closer to size of the Macan. Regardless, this comparison pits these two together and is what it is. The straightline testing has the Macan Turbo come up with the quicker 0-60 at 4.2 seconds to the GLA45 AMG 4.3. The 1/4 mile result though favors the GLA45 AMG as the Macan Turbo manages 12.9 @ 106.2 whereas the GLA45 AMG does the 1/4 mile sprint in 12.8 @ 107.9. There is something to be said for power to weight but it is highly impressive the GLA45 AMG is quicker and faster in a straight line. Especially when one considers it has two less cylinders and has a 1.6 liter displacement penalty. To test the handling prowess they closed off a section of a canyon road. It is not super scientific but the GLA45 AMG comes out just ahead by less than a tenth of a second. The GLA45 AMG is lighter, more tossable, and offers a bit more steering feedback but the Macan Turbo does very well. It's practically a wash. MotorTrend picks the GLA45 AMG. If you want the vehicle that is more fun to drive that is the choice. If you want more utility the Macan Turbo is the choice. Considering the GLA45 AMG bang for the buck it is hard to argue against it here.
    3 replies | 39 view(s)
More Activity