2014 Chevy Corvette Stingray Z51 vs. 2014 Nissan GT-R Track Edition on Edmunds.com

2014 Chevy Corvette Stingray Z51 vs. 2014 Nissan GT-R Track Edition

2014 Chevrolet Corvette Stingray Coupe

(6.2L V8 7-speed Manual)

Cutting Through the Hate

  • Comparison Test
  • 2014 Chevrolet Corvette Specs and Performance
  • 2014 Nissan GT-R Specs and Performance

Chevy Corvette vs. Nissan GT-R. It's an argument as old as Gran Turismo.

The bench racing equivalent of wondering who'd win, Sugar Ray Leonard or Mike Tyson, there are a million reasons to hate this comparison: The 2014 Chevy Corvette Stingray is punching way above its 460-horsepower weight class. The 545-hp 2014 Nissan GT-R Track Edition, at $116,995, is almost $50,000 more expensive than the Chevy. The C7 Corvette is rear drive. The GT-R is all-wheel drive. The 'Vette has a manual gearbox, while the Nissan shifts itself. The Nissan is a pee-wee football team heavier than the carbon-fiber-intensive 'Vette.

And though all of these things are true, none of them matter.

Both the 2014 Chevy Corvette Stingray and the 2014 Nissan GT-R Track Edition are designed to go stupid fast and push the boundaries of technology, performance and style. They're the flagships of their respective brands and engender the type of loyalty only dictators can truly appreciate.

The hearts and minds of America are at stake. This one matters.

The New Deal
When the Nissan GT-R clawed its way into the U.S. market in 2009, it was an instant hit. With 473 hp, all-wheel drive, a high-quality interior and an electronics package designed by Polyphony, the brains behind the Gran Turismo video game series, the car's $70,000 starting price was too good to be true. In 2009, the GT-R wasn't mentioned in the same paragraph as the base Corvette: Its hands were full with the Porsche 911 Turbo and the big-daddy Corvette ZR1.

2014 Chevy Corvette Stingray Z51 vs. 2014 Nissan GT-R

Fast-forward five model years and the 2014 Nissan GT-R now dumps 545 hp and 463 pound-feet of torque out of the same 3.8-liter twin-turbocharged V6, through the same six-speed dual-clutch automated manual and into all four wheels. And after some success against more expensive hardware, Nissan went ahead and jacked up the price.

A base 2014 GT-R stickers at $99,590 while this top-trim Track Edition starts at $116,710. For your extra $17,120, Nissan takes the midlevel Black Edition, throws the rear seats into the trash for lightness, stiffens the suspension, and adds brake cooling ducts and some of the strangest seats we've ever seen. Take note that this "track focused" package doesn't add any power or cooling capacity.

2014 Chevy Corvette Stingray Z51 vs. 2014 Nissan GT-R

Over the years Nissan has tweaked the ride and handling of the GT-R something serious. The big 255/40ZRF20 front tires don't follow every rut in the road, Comfort mode borders on actual comfort and, at low speeds, the transmission doesn't act like a first-time driver anymore. Sure, it still sounds like a broken slot machine, but at full throttle all is forgotten.

In fact, our brain's synapses were never intended to process this kind of acceleration. From a standstill, 60 mph arrives in 3.2 seconds (2.9 with 1 foot of rollout as on a drag strip). Hold the pedal down for 11.3 seconds and this 3,885-pound "track" GT-R clears the quarter-mile at 120.5 mph. Whoa.

The New Normal
Entire encyclopedias have already been written about the C7, which isn't yet on showroom floors. But if you've forgotten, here are the basics.

The 2014 Chevy Corvette Stingray is the new normal for Corvette performance. Though this $69,375 Corvette has the Z51 package (electronic limited slip, dry-sump lubrication, lower gear ratios in 1st to 3rd and additional cooling ducts), its 6.2-liter LT1 V8 is the base engine. The one your grandpa will get. The one your hairdresser will get. The one that, equipped with the dual-mode exhaust, pumps out 460 horses and 465 lb-ft of torque.

2014 Chevy Corvette Stingray Z51 vs. 2014 Nissan GT-R

Work the controls right and the 3,443-pound C7 springs to 60 in 4.3 seconds (4.1 with rollout) and clears the quarter-mile in 12.4 seconds at 113.7 mph. Even with a 400-pound advantage it can't overcome an 85-horse deficit and the GT-R's seamless shifts.

Corvettes always put down good numbers in a straight line, but the real kicker here is how well the Chevy can get that power to the ground. Our tester came equipped with Chevy's brilliant Magnetic Selective Ride Control with Performance Traction Management. You think the GT-R is a technology powerhouse? Chevy's system is the TI-83 to Nissan's wristwatch calculator. With PTM in Race mode, you can peg the throttle at the apex of any turn and simply mind the steering. PTM applies only enough power to make the 'Vette fast rather than sideways.

The more comfortable you get with the 'Vette, the more permissive you can make the system until it's just you, the road, a big V8, three pedals and four modest contact patches.

2014 Chevy Corvette Stingray Z51 vs. 2014 Nissan GT-R

Our only real complaint with the base 'Vette's powertrain is the engine's mannerisms. Drop throttle from any engine speed and there's zero engine braking. The revs just hang, both in gear and between gears. It's disconcerting and, like the weak throttle tip-in, an obvious sacrifice to help emissions. We just hope bigger, badder Corvettes of the future don't follow suit.

Daily Driver Duties
Though not necessarily their primary goal, when you start to look at these studs through the lens of a daily user, the Nissan takes a healthy advantage.

2014 Chevy Corvette Stingray Z51 vs. 2014 Nissan GT-R

By virtue of its slightly sloped traditional three-box-design, the Nissan offers a far superior driving position. Taller drivers in the C7 had to decide between visibility or an upright seating position. Blame the 'Vette's high seat and a startlingly fat windshield header, which blocks large portions of the sight lines. Reclining was the only option for taller drivers.

The Nissan also has an edge in the storage/utility department. It's got a small trunk, but it's big enough for some luggage or a bag of golf clubs, and the deleted rear seats hold groceries just fine. The Stingray, as all recent Corvettes, has a huge, shallow cargo area. Sure, it'll hold two golf bags, but tap the brakes and they slide directly into the driver seat. Groceries? Forget it. Just dump them on the floor and get it over with. There are inconvenient and ineffective nets and straps for those who want to go all 50 Shades of Grey on their haul from the farmers market.

Still a Corvette
Finally, though the 2014 Chevy Corvette is leaps and bounds ahead of the C6, its interior simply isn't as nice as the GT-R's.

Starting the Nissan GT-R is an event. The bright red button is made of heavyweight plastic and the embossed lettering feels substantial beneath your finger. The needles sweep in response to the push and the V6 breathes to life.

2014 Chevy Corvette Stingray Z51 vs. 2014 Nissan GT-R

Starting the C7 is like turning on a microwave you've never used before. First, you need to find the button. It's hidden behind the steering wheel. Good thing, too, because it's a lame, flat-plastic, not-quite-square thing with all the attention to detail of a shotgun blast. Press it and the LT1 burbles to life, the only confirmation that you did it correctly. A few seconds after the engine awakens, the digital tachometer follows suit.

2014 Chevy Corvette Stingray Z51 vs. 2014 Nissan GT-R

This screen, with its digital tachometer, redundant digital speedometer (there's an analog gauge to the left) and gear indicator, is more fashion than function. And though various digital tachometers are available, all are too slow to keep up with engine speed in lower gears and the graphics are pure kitsch. Contrast this with Nissan's approach to information delivery: dials with needles. It's the only way the Nissan is simpler than the 'Vette. And it matters.

2nd Place: 2014 Nissan GT-R Track Edition
Straight-line speed and horsepower numbers are fun talking points over peanuts and pints, but aren't the moral of the story here.

2014 Chevy Corvette Stingray Z51 vs. 2014 Nissan GT-R

The Nissan GT-R has been wrongly accused of being too much like a video game. Because its power delivery is instantaneous and effortless. Because this brand of all-wheel drive solves many problems. Because people love to hate it. But if the GT-R is like a video game, it's not like Gran Turismo. Rather, it's like Call of Duty played in a ramshackle cabin on the outskirts of Kabul. From the kick-in-the pants shifts and the gasping, raucous intake to the NASA-grade g-forces to the subtle vibrations that come through the steering wheel, the GT-R experience is real.

Chuck the GT-R into a corner, any corner, and it sticks through the bend and rockets out the other side. But it never surprises and never actually excites. It's frightening in the same way as commercial air travel. It's the conscious thought of the speed you're traveling and the consequences thereof that raises hairs, not the direct knowledge that you're in control of something special.

2014 Chevy Corvette Stingray Z51 vs. 2014 Nissan GT-R

With a best lap of 1:25.2 and a top track speed of 110.7 mph, the GT-R is off the Corvette's pace. Blame the desert heat on this summer day all you want, but when push comes to shove, the GT-R gets hot, dials back power and can't keep up with the less powerful, less costly Corvette.

On a cold day, the track results might have been different and that's nobody's fault but Nissan. Excuses can be proffered before the C7 driver. If you can catch him.

1st Place: 2014 Chevy Corvette Stingray Z51
We expected this one to be close. It wasn't.

Though it smoked the Corvette in acceleration and in the slalom and offers a better interior, it didn't matter if we were at the track, in a canyon or just driving home; the GT-R simply isn't as exciting as the 'Vette.

2014 Chevy Corvette Stingray Z51 vs. 2014 Nissan GT-R

The Stingray's steering is outstanding: quick and hyper-pointy with solid feel and precision. This isn't "Corvette good" or "electric steering good," it's no-qualifier exemplary. Backing up that crystalline steering is the aforementioned Magnetic Selective Ride Control and the Stingray's multiple drive modes. Select Touring mode and the C7 rides with all the confidence and composure of a Cadillac. Flick the knob over to Track and it's a tail-happy terrier without a millimeter of slack. You won't find that flexibility in the GT-R.

After a full day of lapping the 1.6-mile Streets of Willow racetrack, our test driver warned, "Though PTM will make you lazy as a driver, it hardly diminishes the reward of driving hard." And reward it does. With PTM set to Race, our man clicked off a 1:24.6-second lap with a peak speed of 112.5 mph: almost 2 mph faster than the GT-R.

2014 Chevy Corvette Stingray Z51 vs. 2014 Nissan GT-R

But the same PTM that makes us lazy on a racetrack makes us bold in the canyons.

And there's the difference: Even with the safety net of PTM, you always feel responsible for the actions of the C7 in a way you don't with the GT-R. Oversteer? Your fault. Understeer? Your fault. A perfectly clipped apex followed by an astonishing corner exit speed? Yep, your fault.

A New Benchmark
When the Nissan GT-R first showed up on the scene, it occupied a unique position. Nothing offered similar performance, technology, refinement and badassery at the GT-R's price. Not even close.

That domain now belongs to the Stingray. Nothing offers this much refinement, power, performance, tech and driver involvement at this price.

The 2014 Nissan GT-R doesn't lose this one because it's not $47,020 better than the Corvette. It loses because it's not better than the Corvette, period.

The manufacturers provided Edmunds these vehicles for the purposes of evaluation.

Model year2014 Chevrolet Corvette
Year Make Model2014 Chevrolet Corvette Stingray Z51 2dr Coupe (6.2L 8cyl 7M)
Vehicle TypeRWD 2dr 2-passenger coupe
Base MSRP$54,795
Options on test vehicleBlade Silver Metallic, Custom Sill Plates With Stingray Logo, Preferred Equipment Group ($8,005 -- includes standard equipment; Bose advanced 10-speaker system with bass box; HD Radio with additional 9 months of Sirius/XM Satellite Radio service (1 year total); Memory Package with recall for 2 driver "presets" for 8-way power seat, outside mirrors and tilt-and-telescoping steering column; frameless, auto-dimming inside rearview mirror; Universal Home Remote with garage door opener and three programmable channels (located on driver visor); heated and ventilated driver and passenger seats with power bolster and lumbar; head-up display with color readouts for street mode, track mode with g-meter, vehicle speed, engine rpm; cargo net and luggage shade; theft -deterrent system for body content security and unauthorized electrical entry; body-color, heated, power-adjustable outside mirrors with driver-side auto-dimming; navigation with 3D maps; premium leather-wrapped leather instrument panel, center console and door panels; perforated napa leather seating surfaces), Visible Carbon-Fiber Roof Panel ($1,995 -- includes removable, visible carbon-fiber roof panel with body-color surround), Magnetic Selective Ride Control ($1,795 -- includes Magnetic Selective Ride Control; Performance Traction Management), Dual-Mode Performance Exhaust ($1,195 -- includes dual-mode performance exhaust with additional horsepower, aggressive exhaust sound and 4-inch polished stainless-steel tips ), Carbon-Fiber Interior Appearance Package ($995 -- includes carbon-fiber instrument panel trim), 19" x 8.5" Front and 20" x 10.0" Rear Black Aluminum Wheels ($495), Carbon Flash-Painted Rear Spoiler and Outside Mirrors ($100)
As-tested MSRP$69,375
Assembly locationBowling Green, Kentucky
North American parts content (%)100
ConfigurationLongitudinal, front midengine, rear-wheel drive
Engine typeNaturally aspirated, direct-injected V8, gasoline with cylinder deactivation
Displacement (cc/cu-in)6,162cc (376 cu-in)
Block/head materialAluminum/aluminum
ValvetrainPushrod, 2 valves per cylinder, variable intake + exhaust-valve timing
Compression ratio (x:1)11.5
Redline, indicated (rpm)6,500
Horsepower (hp @ rpm)460 @ 6,000
Torque (lb-ft @ rpm)465 @ 4,600
Fuel typePremium unleaded (recommended)
Transmission typeSeven-speed manual with automated rev-matching
Transmission ratios (x:1)I=2.97, II=2.07, III=1.43, IV=1.0, V=0.71, VI=0.57, VII=0.48
Final-drive ratio (x:1)3.42
Differential(s)Electronically controlled clutch-type limited slip
Suspension, frontIndependent double wishbones, transverse leaf spring, self-adjusting magnetorheological dampers, stabilizer bar
Suspension, rearIndependent double wishbones, transverse leaf spring, self-adjusting magnetorheological dampers, stabilizer bar
Steering typeElectric-assist, speed-proportional, variable-ratio rack-and-pinion
Steering ratio (x:1)17:1 to 12:1
Tire make and modelMichelin Pilot Super Sport ZP
Tire typeAsymmetrical, high-performance summer performance
Tire size, frontP245/35ZR19 89Y
Tire size, rearP285/30ZR20 95Y
Wheel size, front19-by-8.5 inches
Wheel size, rear20-by-10 inches
Wheel materialAluminum
Brakes, front13.6-inch one-piece ventilated slotted cast-iron discs with four-piston fixed calipers
Brakes, rear13.3-inch one-piece ventilated slotted cast-iron discs with four-piston fixed calipers
Track Test Results
Acceleration, 0-30 mph (sec.)1.9
0-45 mph (sec.)2.9
0-60 mph (sec.)4.3
0-75 mph (sec.)6.0
1/4-mile (sec. @ mph)12.4 @ 113.7
0-60 with 1 foot of rollout (sec.)4.1
0-30 mph, trac ON (sec.)2.0
0-45 mph, trac ON (sec.)3.0
0-60 mph, trac ON (sec.)4.4
0-75 mph, trac ON (sec.)6.1
1/4-mile, trac ON (sec. @ mph)12.42 @ 113.96
0-60, trac ON with 1 foot of rollout (sec.)4.1
Braking, 30-0 mph (ft.)25
60-0 mph (ft.)99
Slalom, 6 x 100 ft. (mph)73.5
Slalom, 6 x 100 ft. (mph) ESC ON70.9
Skid pad, 200-ft. diameter (lateral g)1.05
Skid pad, 200-ft. diameter (lateral g) ESC ON1.00
Road course lap time (sec.)84.55
Sound level @ idle (dB)51.8
@ Full throttle (dB)88.8
@ 70 mph cruise (dB)72.2
Engine speed @ 70 mph (rpm)1,500
Test Driver Ratings & Comments
Acceleration commentsLaunch control did a good job of regulating wheelspin, yet it hardly made a difference from a data perspective. A near-bog no-wheelspin run essentially matched it and I beat it by a couple tenths with traction control shut off. I tried various amounts of spin and they all produced shockingly similar and highly consistent results. I did try the no-lift-shift feature and as cool as it is because it's typically forbidden, in reality it is no quicker than my usual shifts. The short gearing forces a 1-2 shift prior to 60 mph and even requires a shift to 4th for the quarter-mile. The Stingray is quick (quicker than C6 base coupe), sounds glorious, but it falls short of OMG-fast. I guess that's what a Z06 and ZR1 will be for.
Braking commentsInitially firm pedal feel ends with a little squish at the end of its short travel. The shortest stopping distance occurred on the seventh stop, proving these brakes have plenty of thermal capacity. Straight, steady, no drama.
Handling commentsSlalom: After I had dialed in the mode(s) that best suited my preferred feedback and the demands of slalom test (Track, Sport 2), then it became a matter of chipping away at the times with subtle techniques that exploited the car's electronic aids as well as the limits. It's easy to discover the limits and either avoid them or step right over them and file it in the manifest of things the Stingray does or doesn't want to do. I especially appreciated the crystal-clear and highly precise steering, the zippy turn-in, the progressive break-away of the tires and the sophisticated traction control on exit that doesn't merely chop the throttle, but stutters it to maintain momentum and direction. Although I couldn't hear it (like in the Nissan GT-R), I could sense the diff hard at work sorting out which side of the car needed/wanted power at every moment. Immensely capable and highly accessible performance without the C6's vaguely threatening demeanor. Wow. Skid pad: Absolutely nutty amount of grip for a road (not race) car. Steering remains informative and precise despite the tremendous loads. The Stingray will either under- or oversteer at will, which speaks to its impressive balance. With ESC fully on, the throttle fades out right before the car would need more driver involvement (e.g. steering and/or throttle modulation) to go any quicker. It's likely a "civilian" wouldn't even notice this happening at 1g. Impressive.
Testing Conditions
Test date8/20/2013
Elevation (ft.)1,121
Temperature (F)91
Relative humidity (%)28.00
Barometric pressure (in. Hg)28.81
Wind (mph, direction)3, headwind
Odometer (mi.)1,621
Fuel used for test91 octane
As-tested tire pressures, f/r (psi)30/30
Fuel Consumption
EPA fuel economy (mpg)21 combined/17 city/29 highway
Edmunds observed (mpg)15.9 (20.5 best/worst 12.8)
Fuel tank capacity (U.S. gal.)18.5
Driving range (mi.)536.5
Audio and Advanced Technology
Stereo description10-speaker Bose audio system with bass enclosure
iPod/digital media compatibilityGeneric aux jack, multiple iPod via USB (3)
Satellite radioStandard with 1 year of Sirius included
Bluetooth phone connectivityStandard with phone and audio streaming
Navigation systemOptional with traffic, 8-inch display screen (measured diagonally)
Telematics (OnStar, etc.)Standard OnStar
Smart entry/StartStandard ignition/doors/trunk/hatch
Parking aidsStandard rearview camera
Dimensions & Capacities
Curb weight, mfr. claim (lbs.)3,298
Curb weight, as tested (lbs.)3,443
Weight distribution, as tested, f/r (%)49.8/50.2
Length (in.)176.9
Width (in.)73.9
Height (in.)48.8
Wheelbase (in.)106.7
Track, front (in.)62.9
Track, rear (in.)61.7
Legroom, front (in.)43.0
Headroom, front (in.)37.9
Shoulder room, front (in.)55.2
Seating capacity2
Trunk volume (cu-ft)15
Bumper-to-bumper3 years/36,000 miles
Powertrain5 years/100,000 miles
Corrosion6 years/100,000 miles
Roadside assistance5 years/100,000 miles
Free scheduled maintenance2 years/24,000 miles
Model year2014 Nissan GT-R
Year Make Model2014 Nissan GT-R Track Edition 2dr Coupe AWD (3.8L 6cyl Turbo 6AM)
Vehicle TypeAWD 2dr 2-passenger Coupe
Base MSRP$116,710
Options on test vehicleCarpeted GT-R Floor Mats ($285)
As-tested MSRP$116,995
Assembly locationTochigi, Japan
ConfigurationLongitudinal, front-engine, all-wheel drive
Engine typeTwin-turbocharged, port-injected V6, gasoline
Displacement (cc/cu-in)3,839/234
Block/head materialAluminum/aluminum
ValvetrainDOHC, 4 valves per cylinder, variable intake + exhaust-valve timing
Compression ratio (x:1)9.0
Redline, indicated (rpm)7,000
Horsepower (hp @ rpm)545 @ 6,400
Torque (lb-ft @ rpm)463 @ 3,200
Fuel typePremium unleaded (recommended)
Transmission typeSix-speed auto-double-clutch manual and column-mounted paddles with Sport/Competition modes
Transmission ratios (x:1)I = 4.06; II = 2.30; III = 1.60; IV = 1.25; V = 1.00; VI = 0.80; R = 3.38
Final-drive ratio (x:1)Front: 2.94, Rear: 3.70
Differential(s)Front: open; Center: multiplate electronically contolled clutch with variable torque split; Rear: 1.5-way clutch type
Suspension, frontIndependent double wishbones, coil springs, driver-adjustable three-mode variable dampers, stabilizer bar
Suspension, rearIndependent multilink, coil springs, driver-adjustable three-mode variable dampers, stabilizer bar
Steering typeSpeed-proportional power steering
Steering ratio (x:1)15.0
Tire make and modelDunlop SP Sport 600 DSST CTT
Tire typeSummer performance, run-flat front and rear
Tire size, front255/40ZRF20 97Y
Tire size, rear285/35ZRF20 100Y
Wheel size, front20-by-9.5 inches
Wheel size, rear20-by-10.5 inches
Wheel materialForged aluminum
Brakes, front15.4-inch two-piece ventilated cross-drilled rotors with six-piston fixed calipers
Brakes, rear15-inch two-piece ventilated cross-drilled rotors with four-piston fixed calipers
Track Test Results
Acceleration, 0-30 mph (sec.)1.3
0-45 mph (sec.)2.1
0-60 mph (sec.)3.2
0-75 mph (sec.)4.5
1/4-mile (sec. @ mph)11.3 @ 120.5
0-60 with 1 foot of rollout (sec.)2.9
0-30 mph, trac ON (sec.)2.2
0-45 mph, trac ON (sec.)3.1
0-60 mph, trac ON (sec.)4.2
0-75 mph, trac ON (sec.)5.7
1/4-mile, trac ON (sec. @ mph)12.1 @ 119.1
0-60, trac ON with 1 foot of rollout (sec.)3.9
Braking, 30-0 mph (ft.)28
60-0 mph (ft.)113
Slalom, 6 x 100 ft. (mph)74.3
Slalom, 6 x 100 ft. (mph) ESC ON72.2
Skid pad, 200-ft. diameter (lateral g)0.98
Skid pad, 200-ft. diameter (lateral g) ESC ON0.98
Road course lap time (sec.)1:25.2
Sound level @ idle (dB)50.5
@ Full throttle (dB)83.3
@ 70 mph cruise (dB)75
Engine speed @ 70 mph (rpm)2,500
Test Driver Ratings & Comments
Acceleration commentsI had forgotten how stupidly quick and easy this car is. Only a Porsche has an easier launch control procedure: Race, Race, Race, 2 feet in, let go of left foot and it's done before you know it. Upshifts are (automatic and) lightning fast. Power delivery does feel like a wave rather than a steady stream, and it feels as if it will simply continue to accelerate forever. Video game fun with real concrete walls as a reminder that there is no "do over" if it swaps ends when I hit the brakes at 125 mph.
Braking commentsFirm pedal, virtually no dive, but the distances were a bit longer than I had predicted (Dunlop tires rather than Bridgetones). Steady and straight with essentially no fade. No drama whatsoever.
Handling commentsSlalom: One of a very small number of cars that feels like technology wins the battle with the laws of nature. As long as you "say what you mean and mean what you say," the GT-R will make it happen. Sure, there's a gigabyte of computing going on at each cone (and I could hear the rear diff clickity-clacking in accordance with its instructions), but there remains a minimum skill level, an understanding of what the car is capable of, and the guts to trust it to get a big number here. It's impressive however you look at it. Skid pad: There's much less driver skill here, as the identical numbers suggest. Both modes run up against super-mild understeer at a very high limit. The only difference I could detect was that when all the modes are left in default "On," the throttle becomes unresponsive and it automatically maintains the maximum speed possible regardless of prodding for more.
Testing Conditions
Test date8/20/2013
Elevation (ft.)1,121
Temperature (F)89
Relative humidity (%)33.0
Barometric pressure (in. Hg)28.84
Wind (mph, direction)3.00 head
Odometer (mi.)7,217
Fuel used for test91 octane
As-tested tire pressures, f/r (psi)29/29
Fuel Consumption
EPA fuel economy (mpg)16 city/23 highway/19 combined
Edmunds observed (mpg)19.8 best/16.0 worst
Fuel tank capacity (U.S. gal.)19.5
Driving range (mi.)448.5
Audio and Advanced Technology
Stereo description11-speaker Bose AM/FM/CD w/MP3/WMA stereo with two subwoofers
iPod/digital media compatibilityStandard iPod via USB jack
Satellite radioStandard XM (subscription not included)
Hard-drive music storage capacity (Gb)Standard 9.3GB
Bluetooth phone connectivityStandard
Navigation systemStandard with traffic/weather and 7-inch display
Smart entry/StartStandard ignition and doors
Parking aidsStandard back-up camera
Dimensions & Capacities
Curb weight, mfr. claim (lbs.)3,796
Curb weight, as tested (lbs.)3,885
Weight distribution, as tested, f/r (%)55.3/44.7
Length (in.)183.9
Width (in.)74.6
Height (in.)53.9
Wheelbase (in.)109.4
Track, front (in.)62.6
Track, rear (in.)63.0
Turning circle (ft.)36.6
Legroom, front (in.)44.6
Headroom, front (in.)38.1
Shoulder room, front (in.)54.3
Seating capacity2
Trunk volume (cu-ft)8.8
Cargo loading height, measured (in.)35.3
Bumper-to-bumper3 years/36,000 miles
Powertrain5 years/60,000 miles


  • unionbuster unionbuster Posts:

    Only one of these cars won't self-destruct inside of three years... and it ain't the 'Vette.

  • downwitopp downwitopp Posts:

    And the GTR fanboys will be here in 3, 2, 1...

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  • tempesting_ tempesting_ Posts:

    I'm more of GTR fan than the Corvette but credit is due where it's due. The new Corvette turned out to be better. Nissan needs to be put on notice ASAP and hurry up with a replacement.

  • ks55 ks55 Posts:

    ".....And though all of these things are true, none of them matter" That about sums it up about both of these cars. Less and less and less people can afford them, the gas, insurance, and performance that has become so fast it equals "so what?" in the real world driving. Not a fan of either.

  • fordson1 fordson1 Posts:

    Again...Streets of Willow? Why are you testing cars like this in the kiddie pool? You have a car that can clear 124 mph in 1320 feet from a standing start and even with a running start out of a turn, it's only getting up to 110 mph and change here? Don't have a dog in this fight, but really...you are handicapping to favor the lighter car with less power...and then the lighter, less-powerful car wins, of course.

  • shriker66 shriker66 Posts:

    Wow....this new Corvette is astounding. The GT-R is a great car. Its too bad Nissan has cranked up the price sooo much, ridiculous. PRICE is the MOST IMPORTANT factor when buying ANYTHING for everyone in the world aside from the .5% that dont consider it at all (having more $$ than they know what to do with ). NOTHING can touch the new C7. The closest are the ZL1/Z28, GT500, M3, Cayman S, C63AMG for around the same price . Cant wait for the PERFORMANCE MODEL Z06/ZR1 etc. GM is REALLY gettin it done right these days.....

  • duck87 duck87 Posts:

    @unionbuster: I know you're typically crass, but this comment doesn't even make any sense. The GT-R has stirred up controversy repeatedly for various reliability issues, Nissan is notorious for not thoroughly testing their vehicles properly on a race trac

  • greenpony greenpony Posts:

    So the Nissan has a nicer interior with better displays, has a more comfortable seating position, has (available) rear seats, has more functionality as a daily driver and a better cargo hold, does quad exhaust "the right way", and is faster 0-60 and in the quarter mile... and yet takes second place to the Chevy because of price, steering, suspension, a 0.6 second lap difference? Something doesn't add up.

  • carlitos7 carlitos7 Posts:

    lol this was quite a funny article. a > b in every category but we still make b number 1. ;D

  • onlyonejeep onlyonejeep Posts:

    I have to take issue with the comment on the C7 interior. It's not quite clear if this is the LT3 package, though I think it might be. But I've sat in the GTR and seen the C7 up close and personal and the quality of the top-grade interior of the Corvette is superior, there is no question. The quality of the materials are wonderful. Now, is it a Ferrari interior? No. But at the same time I saw the C7 up close, I sat in the latest 911 C4S and Cayman S models and the C7 interior was close or the same quality as the former and the same quality as the latter. Maybe the critique was not the quality but the ergonomics, how everything is layed out. I would agree that the start button is an after thought and I think that should be fixed, no argument there, and no excuse for it, either. In case of ergonomics, I prefer the layout of the C7 to the GTR. Could it stand to look a little more busy? Sure, I'll go along with that. I can't say anything about the feel of the steering wheel, since I didn't have a chance to have any seat time with the C7 yet. But, I'm sorry, to say the GTR, an interior which has not changed since it arrived in 2008/2009, is superior to the brand new C7 just is plain wrong.

  • lions208487 lions208487 Posts:

    Again Edmunds you continue to drop in credibility with articles such as this. Could you at least wait until the latest ZR1 comes out before attempting to compare these two cars again. The next gen ZR1 will be at or near the same price point and have similar performance numbers to do a real comparison test between the two 100K super-cars. The GT-R is one of only a few that can consistently produce 0-60 times in under 3 seconds, and despite it's escalating price, it is less expensive than it's intended comp the Porsche 911 GT3.

  • noburgers noburgers Posts:

    I think this article was put out there solely to generate comments/traffic. If you want to compare only numbers, GT-R should be first. If you want to just provide an opinion/comparison of the nature/driving experience, then the summary makes sense. I don't know how many more years we have left with cars on the market with performance numbers as outstanding as these, but let's just enjoy the fact that these cars exist today and stop whining. It's great that GM was able to improve the Corvette so much--pretty much everything I've read so far just gushes with praise.

  • Paul3557 Paul3557 Posts:

    Come on, I'd take either one............Kwitcherbithcn

  • reminder reminder Posts:

    If anyone has the cash to spend on either car, they will not be disappointed by the performance on street or track. GM & specifically Corvette has been bashed for years about the shoddy unsophisticated interiors & rightfully so. But truthfully, I am willing to sacrifice a little on where the start button is located, if the engineers keep improving the running gear that's responsible for all the rapid heartbeats. When was the last time a true driving enthusiast, stepped out of a high performance vehicle & ran looking to high-5 the dude that designed the ashtray? After a spin in either vehicle, I'd want to thank the mechanical engineers in the engine and chassis shops.

  • deezomaxima deezomaxima Posts:

    All I have to say to the GTR fanboys is LOLOLOLOLOLOLOLOLOL!!! OWNED.

  • nemesis03 nemesis03 Posts:

    I hate fanboys from both sides….. The slower Premium GT-R posted a faster time before, 1:23.8. With that said, the Vette is looking better and better, big improvement over the C6 and possibly the better car over the C6Z06 as well.

  • tim_boo tim_boo Posts:

    GT-R or Corvette; man tough decision...!

  • crossofiron crossofiron Posts:

    No real surprise here as the GTR has always been a bit of a mystery. A crap drivers car yet super quick in the 1/4 mile and 0 to 60. Just a car with little soul. I have a friend that has a 2011 GTR and he is just so - so about it........

  • hopster hopster Posts:

    Why doesn't Edmunds use Big Willows? Insurance thing? Seems like these cars are just getting warmed up at 110mph, do they even get out of 3rd gear? I could imagine Streets of Willows for a GTI or Miata, but a GT-R and Corvette need a bit more room to run. I like the bottom line though- driver involvement FTW!

  • yati1 yati1 Posts:

    The Vette looks great from the front and side. The interior and the rear is just hideous. They still have user designers from RUBBERMAID Company.

  • anyusername anyusername Posts:

    Only one of these cars transmission won't self-destruct around the corner after buying it... and it ain't the 'GT-R. xDxDxDxDxD @unionbuster Why you mad brah????? 8D

  • anyusername anyusername Posts:

    @unionbuster, Only one of these cars transmission won't self-destruct going around the corner after buying it... and it ain't the 'GT-R, lol xD, why you mad brah????? 8D

  • anyusername anyusername Posts:

    The older C6 ZR1 Corvette has a faster lap time around Laguna Seca than the all new NISSAN GT-R Track Edition for all you GT-R fan boys that don't know, lololololololololololololololololololololololol, so sad, lol. xD :}

  • herrstreet herrstreet Posts:

    I can't imagine having a GTR because of the maintenance costs and the sheer number of things to go wrong on it.

  • herrstreet herrstreet Posts:

    @Greenpony. You don't always end up with the girl with the perfect numbers either. She's high maintenance, sensitive about how hot or cold it is, and just isn't that much fun even if she looks perfect on paper. Both of these cars are stupid fast. So f

  • jeffindfw jeffindfw Posts:

    Artificial insemination is faster. It is cleaner and more precise, but doing it "the old fashioned way" is a LOT better experience. This explains my feelings between these two cars. The GT-R is a performance and technological gem. But a Miata MX5 is more -fun-. I RESPECT the GT-R, but there is so much more to driving that the GT-R does not offer. You really have to go to a track day, and enjoy different types of cars to fully understand, but let me try..... For you gamers out there.... The Miata on a road course is like playing Angry Birds. You don't have to think real hard, it has a short learning curve to get up to 85% of the cars speed, and its fun to try and work up that last little bit! The Corvette C6 Z06 is like playing that video game where after level 6 you are dying A LOT. You have to work HARD, try different strategies, and get a little better, a little better, and you are almost.....almost......GOT IT. BOOM, Level 7! The GT-R is any game you play with all cheat codes turned on in God Mode. You are invincible. You fly through everything, and it -IS- fun for a while! BUT.....You get the point.

  • nightvzn nightvzn Posts:

    If I could afford either of these cars, the current price difference between them wouldn't be a deal-breaker. But it's a shame Nissan has marked up the GT-R so much. I highly doubt this comparison test would have swayed fans of either car regardless of outcome. I prefer the GT-R for several reasons that matter to me personally, and if I could blow this kind of money on a car, I would still choose it (base version, including back seats) over this Corvette and I'm sure I'd love it. But, if I was magically offered a free Corvette, I certainly wouldn't say "Thanks, but I'll pass, I want a GT-R." I freely acknowledge Chevy has accomplished something remarkable and Nissan would do well to take heed. It should be interesting to see how this automotive arms race continues to play out. One can subjectively prefer a product without being blindly loyal to it.

  • johnsha johnsha Posts:

    "Only one of these cars won't self-destruct inside of three years... and it ain't the 'Vette." Unionbluster are your referring to the 2014 Vette or 1984 Vette? You are not confusing the 2014 GTR with a 1984 Nissan Hardbody Pick-up? My friend has had two GTR's and they are often at the Dealer. The simpler Vette will be more dependable and less costly to maintain than the technology laden overweight pig GTR.

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