Two years ago, we pitted the then-new Nissan GT-R against the Chevrolet Corvette Z06 and Porsche

911 Turbo
(May 2008). The results astounded us: The all-wheel-drive, twin-turbocharged GT-R spanked its two better-known
rivals, especially at the Buttonwillow racetrack, where the GT-R was some 5 seconds per lap quicker.

Chevy and Porsche didn’t take kindly to being beaten by this Japanese technological tour de force, so it was back to
the drawing board. Now, Chevy has returned with the supercharged Corvette ZR1, offering more firepower—638
bhp, to be exact—than the Z06, improved handling manners and, for 2010, Performance Traction Management
(PTM).

Porsche reworked its 911 Turbo enough for 2010 that it receives the internal code of 997 II. Of note here is the first
all-new engine in the Turbo’s 35-year history, with direct injection and 500 bhp, along with the availability of
Porsche Torque Vectoring (PTV).

Hopped up on Red Bull and Snickers, R&T staffers Shaun Bailey, Jonathan Elfalan and I headed off on a 3-day
speed-seeking mission across the Western desert, first bee-lining to Spring Mountain Motorsports Ranch in
Pahrump, Nevada, for a track day, followed by a strafing run through Death Valley and then on to the foothills of
the jagged, snow-capped Sierras.

All this, just to answer one simple question: Is the GT-R still the king?

2011 Nissan GT-R Premium

Points 376.3
Lap Time 1:20.9
Photos | Video

The most significant point regarding the GT-R? It went from first in the points tally two years ago to last in this test.
How? The GT-R has hardly changed since it was launched. Sure, Nissan gave it a 5-bhp bump along with slightly
retuned suspension for 2010 (while also lowering its launch control rpm down to a less drivetrain-abusive 3000
revs), but little else has changed, while the ZR1 and 911 Turbo are new models.

Could it also be that we’ve moved beyond the “wow!” factor that initially surrounded the GT-R? Sure, we’re still
amazed that Nissan can engineer an almost 4000-lb. car to handle so well (and at a world-beating price), but could it
actually be overengineered at the expense of driver involvement?

Several factors contribute. First, there’s the quick-reacting all-wheel-drive system (ATTESA E-TS, for Advanced
Total Traction Engineering System for All Electronic Torque Split), which rarely lets the car get out of shape on
corner exit. Then there’s the 6-speed twin-clutch transmission that, with its large, column-mounted paddles, makes
track shifting as easy as, well, flipping a paddle. And finally, there’s the GT-R’s 3.8-liter twin-turbo V-6. With 485
bhp at 6400 rpm and 434 lb.-ft. of torque at 3200 rpm, it has plenty of power and virtually zero turbo lag. But it also
has zero personality: On the one hand, it seems you can never catch the turbos napping, but there’s also never a
thrilling rush like in the 911 Turbo, or the sheer frightfulness of the ZR1. And the GT-R’s nondescript “whirring”
engine noise makes it sound like the world’s most powerful vacuum cleaner.

While it’s true the GT-R doesn’t offer as much driving involvement as the ZR1 or the Turbo, you have to appreciate
what it’s capable of at the track. Around SMMR’s 1.46-mile Radical Loop, the GT-R was sheer magic, with
basically no vices. First, there’s the steering—almost alarmingly quick, it’s also exceptionally precise. And believe
it or not, the GT-R can be coerced into oversteer on corner entry if you trail-brake, followed by exit oversteer if you
put the power down early. But what the GT-R does differently than most cars is that it never tries to bite you. The
amount of oversteer always seems easy to control, without any of those Fear of God moments where you almost
wad up Nissan’s press car. “The GT-R is like the digital camera of cars,” pointed out Elfalan. “There’s no doubt it
takes skill to extract the maximum potential from it, but it sure makes things easier.”

That easy-to-control nature led to quick lap times. The fact the GT-R was within 0.8 sec. of the ZR1, a car which
possesses 153 more bhp and 555 fewer pounds than the portly GT-R, is downright amazing. It was also quicker than
the much more expensive 911 Turbo by 0.4 sec.

Aiding the GT-R’s supreme confidence are stellar Brembo brakes. The 15.0-in. rotors, clamped by 6-piston front
and 4-piston rear calipers, provide fade-free stopping power, without needing the insanely expensive carbon-ceramic
rotors of the ZR1. And, the GT-R’s brakes give a firmer, more positive feel than the Vette’s.
The GT-R’s seats are also fantastic, well-bolstered and covered with a grippy cloth-type surface. I rated them best of
the three, although Bailey preferred the Porsche’s: “The GT-R’s seats offer great lateral support, but the decorative
piping digs into my thigh on long drives,” he complained. The GT-R offers the most upright driving position with a
good outward view, but you sit a little too high. And despite adjustable suspension, the Nissan struggles to soak up
harsh bumps out on the road.

Our feelings were mixed regarding the GT-R’s interior. While sporty and modern—the information-riddled center
monitor and oversize gear indicator are nice touches—some question whether its cabin is befitting an $85,000 car.
But when you think about the performance you’re getting for that $85,000, the GT-R remains the bargain of elite-
level sports cars

2010 Chevrolet Corvette ZR1

Points: 376.5
Lap Time: 1:20.1
Photos | Video

The Corvette ZR1 is a monster. And the Corvette ZR1 is a lamb. How’s that? Putter around town, keeping its
supercharged LS9 6.2-liter V-8 below 3000 rpm, and it’s as easy to drive as any sports car. But dip hard into the
throttle and the ZR1’s exhaust butterflies open while the car unleashes its full 638 bhp and 604 lb.-ft. of torque to
the rear tires—along with a glorious, ripping exhaust note that’s music to any enthusiast’s ear. The ZR1 flat out
moves, one of the most violent-accelerating production cars ever built. It takes a brave man, a smooth surface and
plenty of straight tarmac to fully experience the ZR1’s accelerative gusto through the first four gears of its robust yet
precise-shifting 6-speed manual.

Pavement-shredding straight-line power is one thing. Harnessing all that potency while turning, quite another. To
that end, Chevy fits 2010 model year ZR1s with its new PTM (Performance Traction Management) system. This
torque-limiting traction control manages spark, fuel and throttle at five different levels of intervention. PTM 1 (the
Wet mode) cuts in early and often, while PTM 5 (Race mode) cuts in as little as possible for the quickest lap times.

PTM is highly temperature- and traction-sensitive. Chevy recommends using PTM 5 only if the ambient temperature
is at least 60 degrees F, or else the system won’t work properly. Chevy says the most effective way to use PTM is to
floor the throttle at a corner’s apex and then let the traction control do its thing, so you need to have full confidence
that the system will, in fact, work.

With temperatures in the high 40s at SMMR (along with a brief shower right before the ZR1’s timed laps), we
selected PTM 4. Despite this, the ZR1 still gave us a wild ride for the first couple of laps while its Michelin Pilot
Sports got up to temperature. Nailing the throttle in anything other than a straight line meant massive tail-out slides,
including one particularly hair-raising moment heading into the track’s signature Drop, where the Vette always felt
unsettled anyway.

Once the tires warmed up, PTM worked beautifully, allowing us to get more aggressive with the throttle than we
would’ve ever thought prudent. Plus, the brp-brp-brp-brp-brp of the traction control sounds cool. For comparison
purposes, we did a few laps with the PTM and stability-control systems completely defeated, setting a time just 0.3
sec. off our best with PTM. This required a lot more care with the throttle, but it should be noted that our times with
PTM switched off were still quicker than anything the GT-R or the 911 Turbo could muster.

Greatly aiding the ZR1 is a splendid amount of front grip, although this is somewhat offset by the vaguest steering
of the three cars. The Vette also feels heavier and wider than it is. You never, ever think: “nimble little sports car”
when you drive a ZR1.

But you also never worry about stopping in a ZR1, as its massive carbon-ceramic rotors not only provide
phenomenal braking force, but never once gave even a hint of fade. And with the 5–7-mph speed advantage the ZR1
enjoys down the back straight, big brakes were the order of the day.

Unfortunately, every time you stomp on the center pedal, you slide forward in the Vette’s unsupportive seat. Then as
you enter the corner, you flop around like a wet noodle. “There’s so little lateral support compared to cornering
grip,” said Bailey.

So the ZR1 still commits a few sins, with a sub-par interior, floppy seats and a bouncy ride. The question is whether
its mind-blowing straight-line speed, ridiculously good brakes and stellar grip are enough to make you forgive its
faults. Making things even more difficult is the fact that at $121,425 as-tested, the ZR1 isn’t exactly cheap. But for
some, the ZR1’s performance and sensational V-8 music are worth nearly any price

2010 Porsche 911 Turbo

Points: 378.3
Lap Time: 1:21.3
Photos | Video

Two years ago, the all-wheel-drive Porsche 911 Turbo finished last in a similar comparison; this year it takes top
honors. But what’s interesting is the way in which the new Turbo won the test: While it wasn’t dominant in any one
performance category, it was strong at nearly everything.

Much of the credit goes to the engine. The new seventh-generation 911 Turbo is powered by a 3.8-liter direct-
injected twin-turbo flat-6 that’s based on the naturally aspirated Carrera S’s powerplant. Weighing 26.5 lb. less than
the outgoing Turbo engine, this new boxer-six produces an extra 20 bhp for a total output of 500 bhp and 480 lb.-ft.
of torque. The optional Sport Chrono package ($3470) fitted to our test car brings torque to 516 lb.-ft. from 2100–
4000 rpm with the overboost function.

While there’s less turbo lag than before, there’s still about a half-second, “um, is anybody home?” moment as you
bury the throttle. But this is quickly forgotten when all 516 lb.-ft. of torque push you forward with a mystifying rush,
something that simply isn’t anywhere in the GT-R’s repertoire. Unfortunately, there’s no Porsche flat-6 wail to be
found. As Bailey put it, “The 911 Turbo and GT-R literally suck, as their most prominent note is the rushing air
being sucked into the turbos.” Neither the Turbo nor the GT-R can stand the hairs up on the back of your neck like a
full-throttle blast in the ZR1.

The previous-generation 911 Turbo could be a bit of a handful on the track, the rear threatening to snap around if
you over-drove the car. Porsche worked to address this issue through new suspension tuning and a smoother
distribution of power between the front and rear axles—and it works wonders. You still have to respect that engine
hanging off the back, but you no longer need to drive with guarded enthusiasm. “I used to find the Turbo moved
around quite a bit in high-speed corners,” said Elfalan, “but somehow Porsche has removed all of that through some
suspension retuning magic.”

Also helping here is Porsche’s new torque vectoring rear differential ($1320), which applies brakes to the inside rear
wheel to minimize understeer.

The magic Elfalan spoke of translated into the most confidence-inspiring car through Spring Mountain’s hairiest
section, the notorious Drop. The Turbo could consistently be driven flat-out there, while it was sketchier with the
other two, especially the Vette with its huge horsepower.

Some might wonder why Porsche gave us a 6-speed manual test car as opposed to the twin-clutch PDK. Simple: It’s
what we requested. Sure, our acceleration times would’ve been a bit quicker with PDK, and maybe we’d have
picked up a couple tenths around the racetrack, but then we would’ve missed out on the pure joy of manually rowing
through such a light, slick-shifting gearbox—one of the best in the world.

An area where the Turbo wasn’t near the top of the heap, surprisingly, was brakes. While fine on the street, within
10 hot laps the pedal had gone soft, hurting confidence entering corners. For that reason—and a bit of understeer—it
was tough to keep the Turbo from running wide at some apexes. We suspect the brake pads weren’t properly
bedded-in on our test car, which was almost brand-new.

Because these are street cars, not dedicated track cars, it’s far more important how well they perform on the road.
And it’s out in the real world—on that run across Death Valley to the Eastern Sierras—that the 911 Turbo stands
apart from the others. It’s far more exciting and involving to drive than the GT-R, and although it’s a tad less
thrilling than the ZR1 (what car isn’t?), it also has the best interior of the bunch. Yes, the tiny center stack buttons
are a bit fiddly, and the steering wheel may be too large for our tastes, but the styling, materials and workmanship
are far above the others. As Elfalan succinctly put it: “The Porsche makes the other two feel like blue-collar
alternatives.”

Conclusion
How can the Porsche 911 Turbo, the car with the slowest lap time, the highest price and the outright winner of only
one Performance category (fuel economy, no less!) end up at the top of the heap? It’s the old “jack-of-all-trades”
effect. The 911 Turbo doesn’t overwhelm in any one performance category, but it also doesn’t have any deal-
breaking vices, such as the ZR1’s interior and the GT-R’s lack of driver involvement. Proving what a fine overall
machine the Turbo is, this Porsche won six Subjective categories (versus the ZR1’s four and the GT-R’s two). So,
back to our original question: “Is the GT-R still the king?” No, it’s not. But with first and third places separated by
only two points, this was one of our closest comparison tests ever. It’s remarkable that three very different sports
cars can deliver such similar top-notch performance.