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2019 Chevrolet Corvette ZR1 vs. 2018 Porsche 911 GT2 RS Comparison: Power Down

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Do you ever marvel the place that is all going to finish? Extra energy, greater wings, higher aero, fatter tires. Keep in mind when the ’90s Porsche 911 Turbo and Chevrolet Corvette ZR1 hit 400 horsepower? We thought we have been all going to die. But now we’re near doubling that. What hath the demon seed of know-how wrought?

With such existential theorizing in thoughts, we current the ever-rising prime of the upward spiral: the 2019 Chevrolet Corvette ZR1 with ZTK package deal and the 2018 Porsche GT2 RS Weissach Version.

Because of my lengthy racing profession and introduction to the inside workings of Porsche Motorsport once I had a manufacturing unit contract, plus my 10 seasons of monitor testing with Motor Development, I’ve adopted firsthand with curiosity and marvel the twists and turns of this regular development of know-how and efficiency.

These supercars are the very best evolution of their very own lengthy lineages and make declare to being on the prime of the aforementioned spiral in all the main automaker universe, as nicely.

Let’s begin with the ZR1, as a result of ’Murica! As we speak’s ’Vette is the final of the C7 era, created instantly out of the C6, tracing its historical past again to the 2005 mannequin yr. The usual engine then was the 6.Zero-liter LS2, rated at 400 hp, later upping to 430 with the 6.2-liter LS3. In response to the ever-swelling output of its American V-10 rival Dodge Viper, the C6 ZR1 fired a serious salvo within the dyno wars with its 638-horse supercharged Blower-Underneath-Glass (with see-through hood bulge). A pair years later got here the Z06, with 650 horses and a robust tendency to overheat—each the engine’s very important fluids and the consumption air temps—when pushed at professional speeds on monitor (one thing I found on my first three laps at a Street Atlanta press day). This track-oriented mannequin was merely not prepared for prime time, although it’s true that extra conservative house owners have been capable of efficiently monitor their Z06s at a milder tempo.

This leads us to the newest ZR1 and its top-dawg 755-hp LT5. The problem for the Corvette group was to concurrently enhance the velocity and the cooling of the Z06/Z07 we all know and love. Robust process, as a result of these two objectives pull the needle in reverse instructions. Extra energy equals extra warmth. To deal with this, 5 new radiators have been added, leading to much better cooling. On monitor, temps nonetheless get heat, however throughout my time on the wheel, the needles by no means speared the pink zones.

Examine that to the Porsche GT2 RS. Proper up entrance, it’s greater than twice as a lot moolah—if you’ll find one to purchase. However it’s additionally a brand new pinnacle within the lengthy and sensible historical past of the 911. For 15 years, I used to be as much as my ears racing them. I began racing simply because the water-cooled automobiles have been coming to market. With far superior management of engine temperatures and four-valves-per-cylinder respiration, the 996 made much more energy than the venerable fan-and-fin-cooled flat-sixes.

However a humorous factor occurred. After years of working so onerous to scale back the well-known oversteering tendencies of the rear-engine 911—culminating with my now second-favorite 911 chassis to drive, the 993—the oversteer was again. The 996 was twitchy and unfastened and dicey. New era, again to the drafting board. I raced with each variations on my groups at Alex Job Racing and with Greg Fordahl Motorsports within the early 2000s, and I noticed how the previous 993 RSR would kill the brand new 911 GT3 R within the corners with secure, usable grip however get smoked down the straights by the newer automotive’s four-valve urge and slick, low-drag aero.

Why the historical past lesson? To elucidate why I’m so excited concerning the new GT2 RS. It’s the primary 911 since 1999 that really takes benefit of its rearward weight distribution and turns its copious torque into acceleration. It’s my hope that this would be the new paradigm.

The GT2 RS makes extra energy than any manufacturing unit 911 earlier than it. “Big deal,” you say. “We’ve had 911 Turbos for years, and they’ve been gradually evolving through 400, 500, 600 horsepower, and they’re fine. Nothing new.” Incorrect, Bratwurst Breath. This most-potent-ever 911 is two-wheel drive. The actual magic of this machine is its capability to ship 553 lb-ft of torque (214 greater than the superior GT3) to only the rear tires and switch it into acceleration—not wheelspin and tire smoke—with out the added complexity and weight of all-wheel drive.

That prodigious energy propels the GT2 RS ahead, not sideways in a drifting burnout (until your identify is Jethro Bovingdon). This primary-order precedence of a profitable racer on this final efficiency road automotive earns my respect and admiration. OK, and love. (I’m assured sufficient in my masculinity to precise these 4 letters towards a comparatively inanimate object.)

With such devotions spoken, let’s see what occurs once we let slip the canine of warfare.

The Corvette’s nice technological step ahead is the best way it by no means misplaced output from the boosted LT5 V-Eight. In contrast to its predecessor, this ZR1 pulled exhausting the entire session. Credit score this development to the 52 % bigger Eaton supercharger and extra environment friendly intercoolers. Nevertheless, the 755 horses within the ZR1 by no means appeared to fairly pull like these of the GT2 RS and others within the 700 Membership throughout our Greatest Driver’s Automotive testing—each within the quarter mile and on the prime finish.

At our World’s Biggest Drag Race, I had the unmitigated pleasure to flooring each automobiles down Vandenberg Air Drive Base’s pristine Three-mile-long touchdown strip to realize my very own private land velocity report of 200-plus within the GT2 RS. By comparability, the ’Vette lagged behind, time after time, even with out the ZTK package deal’s excessive wing. With comparable prime velocity claims, what provides? I can solely report faithfully what mine eyes have seen and hypothesize that the intercooling is probably nonetheless not sufficient to maintain up, as a result of web dyno checks do appear to help the 755-hp estimate.

Scorching-lapping at WeatherTech Raceway Laguna Seca confirmed comparable outcomes on the entrance straight. The GT2 RS reached a heady 149.Zero mph, however the ZR1 made solely 141.6. All of that can’t be defined away with a greater nook exit. That’s just too massive a variety. A few of these Chevy horses weren’t pulling their weight.

However sufficient about straight-line fury. What occurs when the wheel is cranked into Flip 1? In my world, the gods reside within the corners anyway (though I need to admit, even straight forward will get fascinating when you’ve crossed the double century). At Laguna, Flip 1 is a mild left bend over an increase. It’s been a simple flat in almost each automotive I’ve pushed there through the years—till the big-hitter road automobiles began approaching 140 over that crest. They’d get mild, even get some fifth-gear wheelspin, and monitor far proper in a rush. The bend is a real nook at these velocities, with a late apex, and straightening up the steering turns into a necessity to stay on the pavement. Ten years in the past, the last-gen ZR1 was the primary automotive that pressured my proper foot to feather again, for worry of catastrophe on the touchdown.

Nicely, this yr the ZR1 as soon as once more achieved the very best Corvette velocity ever over that yump, nevertheless it caught the touchdown simply. The ZTK aero proved efficient there and at a number of different quick corners across the circuit. It’s not race automotive ranges of downforce, however it’s vital for a road machine. Unusually, the upper the nook velocity, the higher behaved the ZR1. On monitor, most automobiles are the opposite means round: Quicker means dicier. Once I set the lap document at Street Atlanta within the new ZR1 on a Chevy press day, the automotive was secure and attached within the high-speed Flip 12 and dropping into the esses, which is crucial to a fast time there. I imply rather well behaved.

This leads us to the Corvette’s nice downfall: low-speed traction—which can also be the rationale for the historical past lesson. When energy was beneath 500, the chassis might deal with it, however because the Z-series automobiles pushed it over 600—and with the ZR1 now cresting 750—the rear suspension is overwhelmed. Excessive-powered ’Vettes are diabolically vulnerable to snap energy oversteer within the decrease gears. The fantastic further ponies within the ZR1 make it even worse.

True story: I kicked out the ZR1’s tail on a abandoned aspect road, and it ripped the wheel from my palms so arduous I reinjured a torn rotator cuff. Brutal. In these automobiles, the driving force had greatest depart the multimode traction and stability controls activated.

This dealing with difficulty is nothing new. Chevy has by no means solved the perennial drawback of the rear suspension not placing energy down properly or the overall fright-inspiring twitchiness of the rear finish. It frustrates me, and it holds the ’Vette again from its far higher final potential. The unruly and untrustworthy rear grip makes the automotive a wild journey in first via third gears, which suggests in most corners. The Motor Development pocket book is rife with editor remarks about it. It’s a thrill and an adrenaline rush, positive, however not precisely for the proper causes (worry and terror being culprits cited by some fairly veteran scribes).

The Z06 was all the time a wrestling match to drive on the restrict on monitor, and the extra 100 horsepower makes it much more so, besides that the ZR1 is far improved at excessive speeds. The state of affairs jogs my memory lots of the Viper: It’s all the time been an actual handful, and its engineers appeared to only settle for it as a part of the automotive’s masculine character—till they miraculously, utterly cured it with the ACR mannequin within the final yr of manufacturing.

Would that Workforce Corvette might have completed with the identical flourish. The armchair engineer in me suggests rear geometry; maybe it has an excessive amount of anti-squat. The rationale? I’ve tried all method of manufacturing unit shock settings, yr by yr, and none appear to remedy it. It could assist, although. For the Z06/7 and the Grand Sport, I like to recommend putting the suspension settings to Sport moderately than Monitor. But the ZR1’s damping package deal feels softer on all settings than the Z06’s, particularly in Race shock mode. It’s nice for consolation however nonetheless doesn’t tame that nervous twitch. Some drivers, particularly gifted ones, truly choose a twitchy turn-in, so maybe Corvette’s dynamics workforce likes it this manner. However I don’t. Like I stated in my Twitter conflict relating to the pre-ACR Viper a pair years again, bad-handling automobiles scare me. I don’t need to work that onerous, and in a well-balanced sports activities automotive, I don’t need to.

Not all my venom is directed at Chevrolet, although, which suggests it’s time for my official Porsche Motorsport rant. I spent lots of time on monitor in 996 variations of the 911, and it was all the time a problem to get good traction accelerating out of a flip. Our archrival BMW appeared to be nearly as good or higher, however with a entrance engine. That didn’t make sense. However I felt the 911’s tail eager to snap unfastened if I wasn’t cautious concerning the throttle. Apparently, it appeared just like the extra racy the 911, the more severe it behaved, particularly within the final eight years. The Motorsports division appeared to love pointy oversteer.

However why? My speculation: Maybe their Werksfahrers—younger superstars who grew up karting—do their test-driving. Karts have a strong axle, no differential. If the driving force doesn’t kick it sideways, it understeers like loopy.

I determine the Werksfahrers convey this psychology over to the large automobiles, as a result of that’s simply how they felt. At the very least, that’s how the manufacturing unit automobiles felt once I raced them. For years, I’ve felt that the essential road Porsches have been the best-balanced and that the nearer it obtained to Porsche Motorsport, the more severe the automobiles dealt with and the extra they oversteered. Some think about that sporty, vigorous. I contemplate it pointless. Three current automobiles with which I’m intimate—the 911 GT America for the IMSA GTD-class a couple of years in the past and the 991-era GT3 Cup automobiles, each the 991.1 and the present 991.2—have been troublesome to drive quick. They have been dicey, fairly spinnable, and spooky. Not what a customer-racer wants.

Enter Frank Walliser, the comparatively current head of Porsche Motorsport, with whom I credit score the good success of the GT2 RS. With this new-gen street-legal racer, I see an actual change in chassis conduct, one I’ve by no means earlier than seen in a modern-era 911. Stability. Traction. Grip. Power to the bottom. An actual, constructive omen for the Motorsport automobiles of the longer term.

The GT2 RS was my private selection for Greatest Driver’s Automotive (sorry, Lamborghini). Secure and confidence-inspiring but with exact steering response even underneath full throttle, a troublesome mixture to realize with rear weight bias. Stability. I argued onerous for it, however my colleagues had not skilled the chic pleasure of driving it on a velvet-smooth racetrack, the place I discovered it did every part so proper. It felt as if a heavenly beam of sunshine had shone down upon it, endowing it with magical powers.

My colleagues drove it on Route 198, a civilian street with real-world undulations and unpredictable pavement. Most of the editors drove it in Sport Plus mode, as did I. Stiff. Far too stiff for that street, past the vary of the Porsche Lively Suspension Administration (PASM) to soak up. These circumstances prompted the automotive to leap a few bit and instigated the ABS to a disconcerting excessive. Only a punch of a button into Regular mode might have saved the day. (Some editors famous the identical circumstances, to a lesser extent, in Regular mode, as properly.) Forgive us, for we knew not but what we did.

A part of the worth within the GT2 RS comes from refined methods like PASM, rear-wheel steering, dynamic engine mounts, Porsche Torque Vectoring, and Porsche Stability Administration. But it’s greater than that. These aids have been tuned with nice finesse. The newest GT3 RS has the identical techniques, but it’s nervous on nook entry. (We could blame the karters once more?) That automotive was a disappointment to me; though almost each element was made extra track-oriented from the GT3, the stability was misplaced. That was my concern right here, and my pleasure to find. That is the all time 911.

In braking, I’ve bragged that Corvettes have world-class functionality, and though braking continues to be very robust, the pedal really feel has gone tender in all six automobiles I’ve pushed on monitor. I don’t discover it on the road, however that agency, on the spot response I loved now feels “like stepping on a wet sponge,” in response to the testing notes of one in every of our editors. The Porsche? Good. Quick, linear, and record-short distances in our testing.

And tires. Though each automobiles have Michelin Pilot Sport Cup 2s, every is tuned to its personal spec, and we at MT have acknowledged the ’Vette’s rubber as one thing particular. However to the seat of my pants, these newest Porsche GT2 RS R–spec SC2s have spiraled up the bar. I nonetheless keep in mind BDC Laguna Flip 2, lap one for the document. As I cranked the wheel towards that late apex, I exclaimed aloud, “Grrrrrip!” and the Racepak software program confirmed the sentiment a split-second later.

To match the ZR1 and the GT2 RS, begin with the worth. The Corvette’s $131,000 can look so low cost! Past that, the Porsche is a transparent winner in each class save one: machismo. The Corvette wins that staredown, with the proper badass tattoos on massive biceps and a pointy goatee over a pressed button-down and an ideal complexion. It’s robust and loud and demanding, making proud and hanging entrances and raucous exits. On the contrary, the strictly enterprise Porsche wins on competence and execution. Subsequent to the ’Vette, it’s understated.

What I see within the Corvette ZR1 is potential; what I really feel is frustration. The automotive is outrageously good at a lot and comes tantalizingly near offering supercar efficiency. Simply discover the key to calming that hyperactive rear finish within the decrease gears, change again to the Z06 brake pedal, and also you’re there, Chevrolet, at a comparatively bargain-basement worth for efficiency, full with your personal muscular, extroverted fashion.

As for you, Herr Doktor Walliser, congratulations to you and your GT2 RS staff, for a powerful driving creation. It’s the most effective all-round efficiency vehicle I’ve had the pleasure to expertise—one which evokes ardour and want on this fanatic like no different.

2019 Chevrolet Corvette ZR1 (1ZR w/ZTK) 2018 Porsche 911 GT2 RS DRIVETRAIN LAYOUT Entrance-engine, RWD Rear-engine, RWD ENGINE TYPE Supercharged 90-deg V-Eight, alum block/heads Twin-turbo flat-6, alum block/heads VALVETRAIN OHV, 2 valves/cyl DOHC, Four valves/cyl DISPLACEMENT 376.Zero cu in/6,162cc 213.9 cu in/Three,800cc COMPRESSION RATIO 10.Zero:1 9.Zero:1 POWER (SAE NET) 755 hp @ 6,400 rpm* 691 hp @ 7,000 rpm TORQUE (SAE NET) 715 lb-ft @ Three,600 rpm* 553 lb-ft @ 2,500 rpm REDLINE 6,500 rpm 7,200 rpm WEIGHT TO POWER Four.Eight lb/hp Four.9 lb/hp TRANSMISSION Eight-speed automated 7-speed twin-clutch auto AXLE/FINAL-DRIVE RATIO 2.73:1/1.77:1 Three.96:half.65:1 SUSPENSION, FRONT; REAR Management arms, composite leaf spring, adj shocks, anti-roll bar; management arms, composite leaf spring, adj shocks, anti-roll bar Struts, coil springs, adj shocks, anti-roll bar; multilink, coil springs,
adj shocks, anti-roll bar STEERING RATIO 12.Zero-16.Four:1 13.1-17.2:1 TURNS LOCK-TO-LOCK 2.Four 2.6 BRAKES, F; R 15.5-in vented, drilled carbon-ceramic disc; 15.Three-in vented, drilled
carbon-ceramic disc, ABS 16.1-in vented, drilled, grooved carbon-ceramic disc; 15.Four-in vented, drilled grooved, carbon-ceramic disc, ABS WHEELS, F;R 11.Zero x 19-in; 12.Zero x 20-in spun-cast aluminum 9.Zero x 20-in; 12.5 x 20-in magnesium TIRES, F;R 285/30R19 94Y; 335/25R20 99Y Michelin Pilot Sport Cup 2 ZP 265/35R20 99Y; 315/30R20 108Y Michelin Pilot Sport Cup 2 R N0 DIMENSIONS WHEELBASE 106.7 in 96.6 in TRACK, F/R 63.5/62.5 in 62.5/61.Three in LENGTH x WIDTH x HEIGHT 179.Eight x 77.Four x 48.5 in 179.1 x 74.Zero x 51.1 in TURNING CIRCLE 37.7 ft 36.Four ft CURB WEIGHT Three,650 lb Three,355 lb WEIGHT DIST, F/R 51/49% 37/63% SEATING CAPACITY 2 2 HEADROOM 38.Zero in 37.7 in LEGROOM 43.Zero in 42.2 in SHOULDER ROOM 55.Zero in 51.Three in CARGO VOLUME 15.Zero cu ft Four.1 cu ft (+9.2 cu ft behind 1st row) TEST DATA ACCELERATION TO MPH Zero-30 1.Four sec 1.2 sec Zero-40 1.9 1.6 Zero-50 2.Four 2.1 Zero-60 Three 2.6 Zero-70 Three.7 Three.2 Zero-80 Four.5 Three.9 Zero-90 5.Three Four.6 Zero-100 6.Three 5.5 Zero-100-Zero 9.7 Eight.9 PASSING, 45-65 MPH 1.2 1 QUARTER MILE 10.Eight sec @ 133.1 mph 10.Three sec @ 139.Three mph BRAKING, 60-Zero MPH 88 ft 87 ft LATERAL ACCELERATION 1.11 g (avg) 1.17 g (avg) MT FIGURE EIGHT 22.7 sec @ Zero.98 g (avg) 21.9 sec @ 1.03 g (avg) 2.Four-MI ROAD COURSE LAP 92.46 sec 88.30 sec TOP-GEAR REVS @ 60 MPH 1,200 rpm 1,950 rpm CONSUMER INFO BASE PRICE $122,095 $294,250 PRICE AS TESTED $131,300 $328,880 STABILITY/TRACTION CONTROL Sure/Sure Sure/Sure AIRBAGS 6: Twin entrance, entrance aspect/head Eight: Twin entrance, aspect, curtain, knee BASIC WARRANTY Three years/36,000 miles Four years/50,000 miles POWERTRAIN WARRANTY 5 years/100,000 miles Four years/50,000 miles ROADSIDE ASSISTANCE 5 years/100,000 miles Four years/50,000 miles FUEL CAPACITY 18.5 gal 23.Eight gal EPA CITY/HWY/COMB ECON 12/20/15 mpg 15/21/17 mpg ENERGY CONS, CITY/HWY 281/169 kW-hr/100 miles 225/160 kW-hr/100 miles CO2 EMISSIONS, COMB 1.33 lb/mile 1.13 lb/mile RECOMMENDED FUEL Unleaded premium Unleaded premium * SAE licensed


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