Test drive Nissan GT-R R35 Restyling since 2011 compartment

King Kong from the Korvettov clan against Japanese Godzilla

Now only 11 in the morning, but it is already hot outside. We drive up on our Nissan GT-R to the guest parking near the General Motors test site in Arizona. Against the backdrop of the aging brick building of the 1960s, facing the facade to the empty test site, the Japanese supercar looks like a spaceship.
Despite the fact that all GM employees passing by GM practically do not notice him, we suspect that in fact they know very well why he is here. Somewhere in the bowels of this test, the Chevrolet Corvette ZR1 lurked, which was prepared specifically for a comparative test. Well, the rival arrived.
We make several calls and sign some papers before the gates open and produce silver ZR1 (Cyber \u200b\u200bGray color). He parks next to GT-R, the driver gets out of the car, gives us the keys and gives a friendly parting words: drive carefully.
Thus began the battle of King Kong from the Korvettov clan with Godzilla from Japan. Both cars will have 480 km of the way to Los Angeles, where they will be tested on a dynamo, and will also drive them through a series of standard tests and trusted with several hot circles along the Streets of Willow highway (part of the Willow Springs International RaceWay track).
120 km/h slip
As soon as we drove beyond the line of the Phoenix, the Chevrolet Corvette ZR1 began to throw out fortels. It is understandable: stick the third gear, press the accelerator pedal, and it will begin to burn the rubber and slip at a speed of 120 km/h, and then accelerate sharply.
With all-wheel drive Nissan GT-R, this will never happen. It will not be possible to repeat this with Ferrari Enzo, Lamborghini Murcielago or Porsche 911 GT2. Yes, ZR1 is really a frantic car.
After a dozen such tricks, we calmed down slightly and chose a calmer pace of movement, was surprised to find that ZR1 is a very comfortable car for the highway. The adjustable Chevy suspension swallows small road irregularities, on which GT-R nervously bounces. The tires are practically no noise, which can not be said about Nissan. Long gears turn out to be another advantage of ZR1, since they allow you to maintain a stable high speed without much effort at 2,000 revolutions on a tachometer.
But, despite the amazing comfort and incredible power, ZR1 also has disadvantages. The steering column vibrates, as if one of the wheels has lowered (although the pressure sensor in the tires shows that everything is in order), and the driver's seat is a shapeless pile of skin and filler more for a 12-hour marathon before the TV than a sporty, striped car exploding up to 320 km/h.
We also noticed that the steering wheel from Chevrolet Cobalt is installed here. What, a sharp-fitting steering wheel from the Cadillac CTS-V model is too expensive? It is hard to believe, given that the set tested by us will cost the buyer $ 118 520, and the price tag on CTS-V is only $ 70 thousand. By the way, for the cost of our ZR1, you will also receive a set of tasteless chrome casting options worth $ 2,000. We sincerely hope that on the way back we will fall into a sandstorm that will turn all this chromium from the disks.
Comfortable mode
Having traveled to Nissan GT-R to Arizona, we got acquainted well with his behavior on the road. The custom suspension has a Comfort mode, but it turned out that when driving in this mode, your teeth scatter into slightly smaller pieces than in standard mode. We also drew attention to the fact that, falling into the grooves of the ruts, rolled by longs, GT-R begins to swim, so you need to be very careful, and on the concrete coating, getting to the joints of the plates, its tires are made as a noise that you go inside the concrete mixer.
But in the areas of even asphalt inside the GT-R you feel like in a personal plane, and not in a car moving along the road. An annoying rumble of tires disappears, an unobtrusive whistle of two turbines and a subtle noise of the oncoming air flow come to the fore. Seats have a good shape and rigidity, and a chubby steering wheel creates a pleasant sensation of weight.
In general, the GT-R interior is logically and solid, high-quality materials are used everywhere. For the test, we were provided with Premium equipment, with options such as the iPod connector and rugs that raise its cost to $ 80,770. This is not the embodiment of luxury, of course, but there is no cheapness in the salon.
We evaluate the power
Here is Los Angeles. We immediately go to the dynamo stand in Harman Motive Dyno Shop to measure what power these heavyweights receive on the wheels. Their ultra -modern test chamber is this of the most accurate installations, so the readings should be stable and reliable.
The first Nissan GT-R drove to the stand. Its 3.8-liter V6 with two turbines should issue 480 horsepower (in accordance with factory performance characteristics) and 583 Nm of torque. This power is transmitted to all four wheels using a two-disc 6-speed transmission in a ratio variable depending on the degree of adhesion.
After several very even attempts, GT-R issued 406 hp. at 6,000 about/min. and 541 Nm for 3 800 rpm. The power curve is slightly uneven, but the result does not become less impressive.
Then came the turn of Chevrolet Corvette ZR1. Its V8 with a volume of 6.5 liters with a turntable of Roots should develop a power equal to 638 hp. and 818 Nm. He also transfers his power to the wheels through a 6-speed transmission, however, in this case, it all goes to the rear 20-inch wheels.
Like GT-R, the ZR1 engine demonstrates very even results for several measurements. Bottom line: 505 hp at 6,200 revolutions and 669 nm of the moment at 4,200 rpm. With a perfectly flat curve. No failures, no jumps.
Perhaps you expected a more significant difference than 99 horses we received. And although such a result suggests that one of the manufacturers was a slightly less frank about the final power of their car than the other, our engineers suspect that it happened due to the difference in car cooling systems during the tests on the dynamo.
We accelerate in a straight line
The next day we headed for a test track. GT-R struck many in the very heart, having passed the quoter in 11 seconds during the previously held tests, so they expected even more from it than from a more powerful ZR1.
Starting on GT-R is quite simple thanks to the electronic start control system. Give the appropriate switches to the desired position, squeeze the brake pedal, let the engine spin the brake properly and release the brake.
After several confident attempts, our best time was 3.8 seconds to accelerate from a place to 96.56 km/h. GT-R overcame 402 meters in 11.8 seconds at a speed of 190 km/h at the finish line. A good result for a street car for $ 80,000, and, most importantly, the result is stably repeated.
With Chevrolet Corvette ZR1, a completely different story. Even with 335/25 R20 tires on the rear wheels, this car lacked a clutch with the road, when we pressed gas on the highway to just accelerate. You can imagine what will happen at a sharp start from the place.
We tried all the ways we know so that the car starts as quickly as possible: we worked as a clutch, gas and tried different combinations. As a result, the best acceleration to 96.56 km/h was 3.8 s for us, and the best result on the quota was 11.5 s at a speed of 206.5 km/h at the finish line.
The results of the test for the acceleration of the Nissan GT-R and Corvette ZR1 are very similar, but the speed at the finish shows that the cars do it differently: ZR1 abruptly goes closer to the finish line. The impromptu duel between our participants on Dreg Stepin showed that the GT-R could go from the ZR1 nostril to the nostril up to 160 km/h, and then the latter will sharply break out.
Turns
The status of a supercar gets not only for the ability to quickly accelerate, so in line we have tests for lateral acceleration and braking, as well as slalom. Nissan GT-R, with its complex intellectual system of all-wheel drive, should get an advantage here, but Corvette ZR1 also has a pair of trump cards in the sleeve.
The most serious of them is a set of carbon-ceramic brake discs, and this is not a joke. They are powerful enough to stop Corvette ZR1 at a speed of 96.56 km/h for 29.26 meters. A strikingly short braking distance. So far, only Porsche 911 GT2 worth $ 192,000 has succeeded only.
When ZR1 passes with slalom at an average speed of 120 km/h, we get another portion of shock. Not only from the fact that Corvette was faster than an all-wheel drive GT-R with its result equal to 115 km/h, but also from the fact that even the previous Corvette modification, notorious Z06, with its 111 km/h now looks somewhat inhibited.
The result of Corvette ZR1 in the test for lateral acceleration looks no less impressive: the adhesive tires of Michelin Pilot Sport 2 hold the car in the bend to the last, providing an acceleration equal to 1.06G.
Despite the stunning numbers shown by ZR1 in our tests, GT-R against their background, it is possible to preserve a pretty decent look. 1 777-kilogram Nissan not only manages to develop almost the same speed in slalom as Corvette, which is more light than an opponent by 250 kg: from 96.56 km/h, GT-R stops at 32.31 m and develops acceleration equal to 0, equal to 0, equal 93G. On a regular road among simple cars, these indicators will be brilliant. But next to ZR1 they suddenly begin to fade.
The final test
Since the ride in a straight line, in a circle or between cones, does not give a full idea of \u200b\u200bthe tested machine, the last stage of our test was the race along the Streets of Willow highway (one of the parts of the Willow Springs International Raceway track in the city of Rosamond, California). This is a rather winding area with a length of about 3 km, with two straight lines, where you can accelerate to 160 km/h. Here we plan a little more to reveal the potential of both cars.
Our test pilot jumps into GT-R, quickly accelerates and makes several circles along the highway with a very stable time, the best of which is 1: 25.09. Then it moves to Corvette, with which you have to tinker a little longer. The circle time is constantly reduced, and the fastest result ZR1 is recorded at a mark of 1: 23.87.
And again, ZR1 was faster than GT-R, although naked numbers cannot show that tremendous difference in behavior on the track of these two cars.
For Nissan GT-R, this is a simple exercise. The car behaves stably, confidently holds the road, goes to the skid very predictably only at the very limit. Seats are well held by the driver and passenger, the steering wheel is clear and responsive. There are no sharp jumps that are present in lighter Corvette, and a hard suspension allows you to confidently accelerate. The brakes demonstrate minimal fatigue, and the Bridgestone Potenza Re070 tires provide excellent adhesion to the road. If your driving skills do not reach the level of pilots of the ring racing, then, sitting behind the wheel of GT-R, you can significantly add gas.
Corvette, on the contrary, requires filigree skill, tense work by pedals, fast rotation of the steering wheel and complete concentration. We had to choose: squeeze the steering column with your knees to stay in place, or hold on to the wheel tightly to direct the car in the direction we need. Do not understand us wrong, all these efforts are worth the result, but these are still efforts.
In Sport mode, the adjustable suspension is excessively nervous, so the best time of the circle was recorded in a more calm Touring mode, which allowed the car on the track in several very uneven places. A couple of times we stuck the wrong transmission, but in general it is worth recognizing that the Box of the ZR1 box is the best of all installed on Corvette. The brakes are also impeccable, instantly grasped and never showed signs of fatigue, even after repeated repeated braking on the track.
Corvette receives the crown
This is far from perfect Corvette, although ZR1 is close to this. If you are ready to spend $ 100,000 on its purchase, then, perhaps, find the money for the purchase of a pair of sports buckets Recaro and a set of decent wheeled wheels. After that, there will simply be nothing to improve.
A couple more horses under the hood, and its tires will never be hooked on the asphalt. Large in diameter brake discs elementarily will not fit into 20-inch wheels. The front wheels are already touching the arches when fast driving on the track, so installing a larger diameter will not work. And why are such troubles? Chevrolet Corvette ZR1 is the fastest and most powerful serial car in the world.
Where is Nissan GT-R at the same time? He seems to be in perfect order. It guarantees you similar dynamics in much less tempting to the ugliness of the configuration, which, moreover, is much more practical. Yes, ZR1 showed that he has no equal on the track, but the use of these abilities in everyday ride will be extremely difficult. This Corvette will tear anyone on a straight line, but on a winding mountain road for the sake of victory you will have to sweat pretty much.
And do not forget: Nissan GT-R will soon have new opportunities, since on the way its charged version of the V-SPEC.
But this will happen only next year. ZR1 is in front of us now, and there are no equal to him.
Another point of view
Josh Jaco, senior editor of the road testing department
GT-R against ZR1. Denthole choice. One is the current king of the mountain, the second former. And both deserve respect.
In this situation, it is difficult to make a mistake. Both cars make physics laws, and in direct proportionality to the driver’s skill. Both cars are fast like no one. And if you compare them, it seems to me that the difference will not be as significant as the results of our tests show. I controlled both cars. In the same conditions: on the same road, at the same time. And I did not notice such striking differences in their behavior on the highway in order to unequivocally leaning towards one of these cars.
Corvette is unambiguous faster on a straight line, while practice shows that most drivers simply do not have enough experience or courage to use Corvette abilities to the fullest. Correctly starting on ZR1 is much more difficult than just pressing gas on GT-R.
In addition, real roads with their irregularities, pits and mud also play a significant role. And GT-R, being much less picky, overcomes all these troubles with complete equanimity. Plus, it is much easier for them to manage. In other words, this car will be fast on any highway.
But all this: acceleration, controllability, similar speed characteristics fades against the background of the real reason why I would choose GT-R. Exclusiveness. It is simply rare. And this makes him even more desirable.
Look: any prosperous American can buy Corvette. I believe that the presence in his equipment of various carbon lotions only undeservedly attracts attention to him. Nothing in his appearance gives him features. Moreover, most of the changes led to the fact that he looks like a caricature of himself. It doesn’t matter to me who you are: if you can spend that kind of money, you need to spend exclusive things on things.
Therefore, for me, ZR1 is not an option, but GT-R will remain an object of my dreams for a long time.
 
Technical characteristics of compared supercars
Chevrolet Corvette ZR1 Nissan GT-R
Dimensions, weight
Full length 4 475 mm 4 656 mm
Full width 1 928 mm 1 895 mm
Full height 1 245 mm 1 369 mm
Wheel bass 2 685 mm 2 781 mm
Equipped weight on the dough 1,527 kg 1,777 kg
Diameter of a turn 11.9 m 11.2 m
Engine and transmission
Volume 6,200 cubic meters. cm 3 800 cubic meters. cm
Engine type V8 V6
Power 638 hp at 6,500 rpm. 480 hp at 6 400 rpm.
Torque 819 Nm at 3,800 rpm. 583 Nm at 4,200 rpm.
Transmission 6-speed manual transmission 6-speed
automated
with 2 clutches
Fuel consumption (city) 16.8 liters per 100 km
Fuel consumption (highway) 11.6 liters per 100 km
Fuel consumption (combined cycle) 14.3 liters per 100 km
Guarantee
Basic warranty 3 years / 58,000 km 3 years / 58,000 km
A guarantee for power transfer 5 years / 161,000 km 5 years / 96 500 km
Indicators
Acceleration to 96.56 km/h 3.8 from 3.8 s
Passage time 402 m 11.5 s 11.8 s
Speed \u200b\u200bat a mark of 402 m 206.5 km/h 190.9 km/h/h
Bracing with 96.56 km/h 29.26 m 32.31 m
Side acceleration 1.06G 0.93G
Slaloma passage speed of 120.2 km/h 119.1 km/h/hour
Price
The cost of the test set $ 118 520 $ 80 770
 
 

Source: Inside Line