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From Edmund's article comparing the Nissan GT-R, 2008 Audi R8, 2008 Lotus Elise SC, standard 2008 Carrera Porsche 911, 2008 Mitsubishi Lancer Evolution X MR and 2008 Subaru WRX STI. ( No Caymans!! )
The Audi R8 finished a very close second to the GT-R.
Times:
Nissan GT-R 2:04.35
Audi R8 2:04.68
Quote:
Only the R8 was able to top the GT-R's cornering speeds through the tightest corners on the mountain road. On the track, which is faster still, it was untouched in virtually every corner. And it closes the gap between corners in less time than anything else sold today. Most striking is the fact that the GT-R is among the easiest cars to drive in this test. Even with its stability control disabled, it rarely does anything to make us question its poise. It's as stuck and predictable as it is massive. And, by every measure, it lives up to the hype...
... Audi's midmounted 420-hp, 4.2-liter direct-injection V8 is not only one of the best-sounding engines in the world, it's also one of the most potent. Combined with Audi's R tronic paddle-shifted six-speed transmission and distinctly rear-biased all-wheel drive, this German's price tag is high, but so are its abilities.
Take the R8's 2nd-place finish on the mountain road as proof positive that it's for real. Then notice that it trails the big-hype GT-R by only a third of a second over two minutes of twisting road and you can be certain of its real-world abilities. It was the only car to record quicker segment times and higher peak speeds than the GT-R over two of the four segments on the mountain road. It also had more agreeable balance than the GT-R in slow corners. The big Nissan pushed through switchbacks where the R8 found neutral balance and exited with its tail out.
The same was true on the track. The Audi's mass-centralized designed allowed it to rotate through slow corners more effectively than any other car in the test. Still, superb tuning kept it stable enough to be confident through high-speed transitions. Shifts were slower than in the GT-R, but paddles that turn with the wheel made them easier to nail at precisely the right second. Overall, the R8 offers more character than most of the other hardware here, and on the right road it will hang with the GT-R.
I don't think anyone would say that the GT-R isn't a great car for $150,000 USD when compared to all hi performance cars! The only thing out of whack with the current car prices, is the GT-R. And that is intentional on Nissan's part. But relative to the GT-R' prices, the whole hi performance auto industry, including all Porsche, has prices that look very awkward indeed. It would be interesting to know the loss that Nissan is taking in selling each GT-R at $75,925 USD. But I think their pricing, as well as their car, is complete genius.
interesting that the evo beat the 911 both on the street & track despite a significant power deficit.
A lot of cars will beat a 911 both on the street and track despite the lack of power, but none will have the same experience.
Also, Nissan is not losing money by selling the GT-R at the current MSRP. They want to increase the brand image, since it is taking a back seat to Toyota and Honda.
It is not that the GT-R is cheap, it is that other cars are overpriced. Although you do have to factor in the dealer markups too, but give credit to Nissan for doing it right, because the GT-R comes with a dual clutch tranny, which will make it a hot item for a while.
If GM engineers had a little bit more brains, they would include a dual clutch (or other automatic) in a Z06, or the ZR-1, and watch their sales shoot up. If you don't believe me, ask Ferrari. The fact that a car is automatic will open a large pool of prospective buyers, who also want the latest technology and convenience.
Last edited by boobernackle; 05-27-2008 at 09:18 PM.
interesting that the evo beat the 911 both on the street & track despite a significant power deficit.
The EVO has the same sort of F-R, L-R torque biasing, performance AWD system that makes the GT-R perform much better than its raw stats would indicate.
The EVO has the same sort of F-R, L-R torque biasing, performance AWD system that makes the GT-R perform much better than its raw stats would indicate.
actually i believe the GTR does not have active torque split between the 2 rear wheels, only front to rear. the mitsu system is really impressive, it supposedly eliminates the power understeer that is the bane of AWD.
[quote=boobernackle;265690]A lot of cars will beat a 911 both on the street and track despite the lack of power, but none will have the same experience.
hmmm, if you're refering to the experience of spending a lot of money and having to give frequent point-bys at the track, well then I think i'll skip that. i've driven a lot of 911s from early long hood cars, thru 964, 996s. Yes, the experience is differant, but not necessarily better.
[quote='ringmeister;265789...Yes, the experience is differant, but not necessarily better.[/QUOTE]
I agree with you 100%. I always thought Porsche cars were some of the top tier cars for the track/technology. But when comparing it to other cars in the same price range, you just find that this is not so much the case. As a DD, I am happy with the CS, it has a solid ride and has that oomph to pass slower drivers.
If the CS was a true track car, it would come with either a TBD or LSD.....STANDARD! Also, it would not spew smoke during agressive left turns as well.
LSD - Limited Slip Differential
A limited slip differential (LSD) is a modified or derived type of differential gear arrangement that allows for some difference in rotational velocity of the output shafts, but does not allow the difference in speed to increase beyond a preset amount. In an automobile, such limited slip differentials are sometimes used in place of a standard differential, where they convey certain dynamic advantages, at the expense of greater complexity.
The main advantage of a limited slip differential is found by considering the case of a standard (or "open") differential where one wheel has no contact with the ground at all. In such a case, the contacting wheel will remain stationary, and the non-contacting wheel will rotate freely– the torque transmitted will be equal at both wheels, but will not exceed the threshold of torque needed to move the vehicle, thus the vehicle will remain stationary. In everyday use on typical roads, such a situation is very unlikely, and so a normal differential suffices. For more demanding use however, such as driving off-road, or for high performance vehicles, such a state of affairs is undesirable, and the LSD can be employed to deal with it. By limiting the velocity difference between a pair of driven wheels, useful torque can be transmitted as long as there is some friction available on at least one of the wheels.
To see the installation of a LSD style unit Click Here -> Article Forthcoming Stay Tuned
Let's wait and see how the R8 and GT-R perform during track days. One thing I wonder about is those 20 inch meats on the GT-R. Ouch! Expensive? Tire choices?
I have a feeling that our Caymans will still stack up nicely, all things considered.
The R8 suffers from being released at about the same time the GT-R came out. Sort of like being that other guy drafted into the NBA along with LeBron James.
My brother will have his GT-R in September, so I may have a serious case of car envy in the fall.
Let's wait and see how the R8 and GT-R perform during track days. One thing I wonder about is those 20 inch meats on the GT-R. Ouch! Expensive? Tire choices?
That's my concern - it will be outrageously expensive to track. Between all that weight and hp, plus 20" runflats, consumables will rack up hefty bills on the track. I'd love one as a street car, though!
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'07 Guards Red Cayman S
'08 Honda Ridgeline RTL
'99 Miata 10th Anniversary Edition
'07 KTM Super Duke 990
'07 KTM 300 XC-W / '06 KTM 450 XC
I can't imagine that the owner would be stuck with 20". Its too easy to get spacers and bolt pattern changers to fit any kind of wheels, at very little cost. And I can't imagine that the GT-R would have bigger brake calipers than the Audi R8. Very very few wheels will fit over the R8's huge brakes calipers.
If you look at the total savings with the GT-R MSRP purchase price, over any $150,000 hi performance car that it will beat,.. you will have mucho money left over to use for track purposes. I see the GT-R as a perfect track car. Saving over $60,000 USD on the purchase price, will buy quite a few R tires, brakes, track days, suspensions, roll bars, and other track goodies.
I will probably wait a year or so, and play with my 500 HP Cayman and the R8, and then see if I still have the same respect for the GT-R as a track car. I need to get back to my supercharged CS and see how it will compare to the GT-R. The new work on it should be finished this next week. A 500HP CS should be a worthy competitor to the GT-R, and it looks so much better!
)
The only thing out of whack with the current car prices, is the GT-R. And that is intentional on Nissan's part. But relative to the GT-R' prices, the whole hi performance auto industry, including all Porsche, has prices that look very awkward indeed. It would be interesting to know the loss that Nissan is taking in selling each GT-R at $75,925 USD. But I think their pricing, as well as their car, is complete genius.
