2014 Chevrolet Corvette Stingray Z51 vs. 2013 Nissan GT-R Premium Track Test
Captain America vs. Godzilla
Edmunds tests hundreds of vehicles a year. Cars, trucks, SUVs, we run them all, and the numbers always tell a story. With that in mind we present "Edmunds Track Tested," a quick rundown of all the data we collect at the track, along with comments direct from the test drivers. Enjoy.
2014 Chevy Corvette Stingray Z51 vs. 2013 Nissan GT-R! We've wanted to write that for a long time now.
The Nissan makes 545 horsepower from a twin-turbocharged V6. The C7 'Vette makes 460 hp from a naturally aspirated V8. The Nissan has permanent all-wheel drive, while the Chevy uses good ol' rear-wheel drive. The Nissan's got an automated manual and the Chevy's got a manual. Keeping things interesting, the Nissan weighs in at 3,892 pounds versus the Corvette's svelte 3,444. And finally, the 2014 Corvette costs $68,175 while the base 2013 Nissan GT-R Premium rings in at $97,820.
Is the GT-R faster? Is it $30,000 faster? Check out the numbers and decide for yourself. Let us know what you think in the comments.
|2014 Chevy Corvette||2013 Nissan GT-R|
|Curb weight as tested:||3,444||3,892|
|0-60 with 1-ft Rollout (sec.):||3.8||2.9|
|1/4-mile (sec @ mph):||12.0 @ 117.3||11.1 @ 123.3|
|Skid Pad Lateral Accel (g):||1.08||1.01|
Vehicle: 2014 Chevy Corvette Stingray Z51
Driver: Josh Jacquot
Drive Type: Front engine, rear-wheel drive
Transmission Type: Seven-speed manual with automated rev-matching
Engine Type: Naturally aspirated, direct-injected pushrod V8, gasoline with cylinder deactivation
Displacement (cc/cu-in): 6,162/376
Redline (rpm): 6,500
Horsepower (hp @ rpm): 460 @ 6,000
Torque (lb-ft @ rpm): 465 @ 4,600
Brake Type (front): 13.6-inch one-piece ventilated slotted cast-iron discs with 4-piston fixed calipers
Brake Type (rear): 13.3-inch one-piece ventilated slotted cast-iron discs with 4-piston fixed calipers
Suspension Type (front): Independent double wishbones, transverse leaf spring, self-adjusting magnetorheological dampers, stabilizer bar
Suspension Type (rear): Independent double wishbones, transverse leaf spring, self-adjusting magnetorheological dampers, stabilizer bar
Tire Size (front): 245/35ZR19 (89Y)
Tire Size (rear): 285/30ZR20 (95Y)
Tire Brand: Michelin
Tire Model: Pilot Super Sport ZP
Tire Type: Asymmetrical, high-performance, summer
As Tested Curb Weight (lb): 3,444
0-30 (sec): 1.8 (2.1 w/ TC on)
0-45 (sec): 2.8 (3.2 w/ TC on)
0-60 (sec): 4.1 (4.7 w/ TC on)
0-60 with 1-ft Rollout (sec): 3.8 (4.4 w/ TC on)
0-75 (sec): 5.6 (6.5 w/ TC on)
1/4-Mile (sec @ mph): 12.0 @ 117.3 (12.7 @ 112.0 w/ TC on)
30-0 (ft): 23
60-0 (ft): 93
Slalom (mph): 72.8
Skid Pad Lateral Acceleration (g): 1.08 (1.07 w/ ESC on)
RPM @ 70: 1,450
Acceleration: Launch control (after several runs) did a respectable job of getting the car off the line but results in heavy wheelspin. A more calculated approach utilizing a 3,800-4,000 rpm engine speed produced the best results. Get the clutch out quickly and let the engine's massive torque push the car forward. Gearchanges are easy, quick and consistent. Engine sound is awesome at wide-open throttle, too.
Braking: Some softening of the brake pedal is apparent even during single-stop tests like this. This car (VIN 0026) has likely endured multiple instrumented tests in a few days. Still, the distance (93 feet) is stunning.
Skid pad: Very easy to approach and sense the limit of front grip. Precise steering and no body roll provide ample confidence to drive right past the limit of grip. And with excellent balance and a big margin between the limit of grip and the limit of control, doing so is engaging.
Slalom: It's easy to drive the C7 very close to its limits with little practice. Every single run was within 0.35 second. There's probably a quicker slalom speed in the C7, but we ran out of time to refine the best technique. Even so, this car is very, very capable in this test.
Vehicle: 2013 Nissan GT-R Premium
Driver: Mike Monticello
Price: $97,820 (base)
Drive Type: Front engine, four-wheel drive
Transmission Type: Six-speed dual-clutch automated manual
Engine Type: Twin-turbocharged, DOHC 3.8-liter V6
Displacement (cc/cu-in): 3,839/234
Redline (rpm): 7,000
Horsepower (hp @ rpm): 545 @ 6,200
Torque (lb-ft @ rpm): 463 @ 5,200
Brake Type (front): Two-piece ventilated cross-drilled rotors, six-piston fixed calipers
Brake Type (rear): Two-piece ventilated cross-drilled rotors, four-piston fixed calipers
Steering System: Speed-proportional power rack-and-pinion power steering
Suspension Type (front): Independent double wishbones, coil springs, driver-adjustable three-mode variable dampers, stabilizer bar
Suspension Type (rear): Independent multilink, coil springs, driver-adjustable three-mode variable dampers, stabilizer bar
Tire Size (front): P255/40ZRF20 97Y
Tire Size (rear): P285/35ZRF20 100Y
Tire Brand: Dunlop
Tire Model: SP Sport Maxx GT 600
Tire Type: Summer, asymmetrical
Wheel Size: 20-by-9.5 inches front, 20-by-10.5 inches rear
Wheel Material (front/rear): Forged aluminum alloy
As Tested Curb Weight (lb): 3,892 (55.0% front/45.0% rear)
0-30 (sec): 1.3 (2.3 w/ TC on)
0-45 (sec): 2.0 (3.2 w/ TC on)
0-60 (sec): 3.1 (4.3 w/ TC on)
0-60 with 1-ft Rollout (sec): 2.9 (3.9 w/ TC on)
0-75 (sec): 4.4 (5.7 w/ TC on)
1/4-Mile (sec @ mph): 11.1 @ 123.3 (12.1 @ 122.1 w/ TC on)
30-0 (ft): 26
60-0 (ft): 106
Slalom (mph): 73.7
Skid Pad Lateral Acceleration (g): 1.01 (0.99 w/ ESC on)
Db @ Idle: 51.0
Db @ Full Throttle: 81.7
Db @ 70-mph Cruise: 71.3
RPM @ 70 mph: 2,500
Acceleration: Fast but finicky. Sometimes would lose power after the 1-2 shift, and after fifth or sixth run, refused to activate launch control. But when it works properly and makes full power, it's alarmingly quick. Launch control brought revs to 4,000 rpm. Quickest run in "A" letting the computer make its really fast shifts itself. A great launch meant all four tires spinning. Manual shifting via column-mounted paddles. Blips throttle on downshifts. Will hold gears to rev limiter.
Braking: Erratic stopping distances, but incredibly stable and secure stops. Pedal is firm but expected it to be even firmer. First stop was 111 feet. Best stop was sixth (out of seven) at 106 feet. Worst was third stop at 113 feet.
Skid pad: Lots and lots of grip here. Oddity that clockwise direction was just ever so slightly quicker than counterclockwise. Modulating throttle didn't do a whole lot to alter the car's attitude.
Slalom: Downright amazing through the slalom. Quick, precise steering and lots of grip. It's almost easy to go this fast. Getting on the throttle early around the second-to-last cone would bring the tail out nicely. "R" VDC mode with some ESC ability proves just as effective as turning it all off.
The manufacturers provided Edmunds these vehicles for the purposes of evaluation.