America vs. Europe (World Superpowers)
Le Mans Winner
05-ago-2006 11:55
#1
 Team America:  Chevrolet Corvette Z06 While Europe has America beat hands-down when it comes to ancient civilizations and magnificent Gothic cathedrals, the boasts the most far-reaching lineage of any model in this group. If there’s any doubt the Vette has come a long way from 1954’s Blue Flame inline-6 and 2-speed automatic, consider this high-tech laundry list — a dry-sump 7.0-liter aluminum-block V-8 with titanium connecting rods, 3-lb. carbon-fiber front fenders, an all-aluminum chassis and the trademark transverse composite leaf springs. At $65,690 list, it belts out ear-pinning acceleration (4.1 seconds to 60 mph) and thundering presence at a Boxster S price. Settle into the Z06’s leather-clad seats, and you’ll find an excellent driving position, a thick-rimmed (albeit plain-looking) 3-spoke wheel and a shifter for the 6-speed manual that’s a bit stiff in action but compensates with gates as well delineated as North and South Korea. Warm the enormous Goodyears and throw the Z06 into a corner, and there’s a split-second hesitation between steering input and the chassis obeying your command…a trait that’s been lessened in successive generations of Corvettes, but not entirely eliminated. Steady-state cornering feels fantastic on smooth pavement, but the rear, despite the 325-section tires, will bobble momentarily over a fast bump and can be walked out too easily with an itchy throttle foot. Using the stability control’s Competitive Driving Mode, entertaining drift angles can be had before the system steps in, rights the ship and makes it appear to the outside world that you are, in fact, God’s gift to driving. Steering feel, adept at communicating slip angles of the tires, gets top marks, and the brakes instill bravery when bombing down Vairano’s fast left-hand sweeper into the hairpin, once past a touch of initial pedal softness. But the Z06’s greatest strength, quite literally, is its monster V-8 that forces a continuous, chunky torrent of torque to the rear tires, fueling Le Mans fantasies to 7000 rpm. Just treat the throttle like a rheostat, not an on/off switch.  Dodge Viper SRT10 When I yet again burned my hand on the doorsill of the Dodge Viper SRT10, I was reminded of what a fussy, aggravating, cramped car the Viper is on the street. Huge fun, yes, but not in a daily-driver sort of way. A couple of laps around Vairano, though, and you couldn’t pry me out of it. You have to admire the simplicity and rawness here. No electronic driver aids other than ABS, just an enormous V-10 lump, tires wider than most race cars’, a locked-down chassis and enough bodywork to cover up the hard bits. Drop into the viselike hold of the seats (watch that sill!) and you’ll survey a plasticky-yet functional interior with clear white-faced gauges, notice the proximity of the windshield frame to your head and peer out through a sliver of a windshield over a hood long enough to cover 10 aluminum cylinders. Key the ignition, push the Engine Start button, and prepare to be underwhelmed. Okay, so the Viper sort of wheezes at idle, and hisses — appropriate for a snake-named car — as revs increase, droning with a nasal note that’s more trombone than bass drum. Yet like Pavlov’s dogs (well, not exactly like them), you associate the sound with the instant, battering-ram slug of torque that only 8.3 Motown liters can provide. Suddenly, that sound is — almost — music. Better yet, the chassis revels in absorbing the engine’s abuse. Although it’s possible to overwhelm those 345-width Michelins, breakaway is predictable and easy to modulate, and torque is so giddily abundant that you’re tempted to roll through the course in 4th gear where you’d normally use 3rd. Trail-braking while turning is also a hoot, the Viper rotating and tightening its line, yet still retaining enough rear traction for controllability. And massive brakes, called to action by the firmest, no-slop pedal in the entire group, challenge you to brake deeper on every lap. Speaking of laps, the flagman deems I’ve had enough. Darn!  Ford GT Kudos to Ford, on a couple of levels. First, on short notice they managed to get Europe’s only press-fleet Ford GT from The Netherlands to the Vairano track in time for our test. Second, that they built the car at all. Forty years ago, summer of ’66, Ford descended on Le Mans with the GT-40 race car and kicked rival Ferrari off the podium completely by finishing 1-2-3. The new GT is an ode to the Lola-inspired original, albeit in 1.2:1 scale, with an aluminum space frame instead of a pressed-steel monocoque and powered by a 550-bhp 5.4-liter supercharged V-8 in lieu of the carbureted 427. Despite its increased size, you wear the GT like a hat, and instinctively slouch as the horizontal-guillotine doors are pulled shut. You sit low, facing a horizontal row of gauges with the speedometer nearly on the car’s centerline; also true to the original are a row of vertical toggle switches. The shifter (which works well in a mechanical, race-car way) and console ventilation controls look like afterthoughts. Fire it up and there’s a low-pitched V-8 throb, quieter than you might expect since the engine, behind glass, is a scant 8 inches aft. Start lapping and there’s an eerie sense of the engine not working that hard, yet the extra-firm push in the small of your back is undeniable as the GT confidently roars into triple digits. It’s borne out by our acceleration data, where its 11.7-sec. quarter mile leaves the others in its tiny rearview mirrors. Top end? Huge. On the high-speed circuit, its speed of 204.4 mph was 7.4 mph faster than the second-place Corvette. So why, you ask, was the GT only fifth quickest on the handling course? Rear traction out of slow corners was good, but not stellar. And frankly, the Ford’s steering feel doesn’t engender a lot of confidence, as there’s very little self-centering effect and not much ramping up of effort as the wheel is turned. Nonetheless, it’s an impressive machine, and the ultimate head-turner of the group. |
Le Mans Winner
05-ago-2006 11:56
#2
|
Team Europe:  Ferrari F430 F1 “To say a Ferrari is fast is like saying that water is wet, but the Ferrari F430 F1 is so much more,” said Davide Kluzer, Ferrari’s PR man based at the Maranello factory. Often, we dismiss these proclamations as spin-doctoring, but as the saying goes, it ain’t bragging if you can back it up. After a lapping session, Road Test Editor Shaun Bailey emerged from the F430’s Enzo-like cockpit and effused, “Incredibly balanced, easy to drive, very correctable, supple, and stuck.” The rest of us concurred, as did our test gear—the Ferrari clipped off the quickest lap time by nearly a half-second (1 minute, 17.4 sec.) and was third fastest in top speed, at 195.9 mph. It’s the totality, the greatness of the entire package that mesmerizes here. The Pininfarina-styled aluminum bodywork looks stunning from every angle, the aluminum space-frame chassis forms a rigid base for the suspension to operate with utmost precision, and the 4.3-liter 483-bhp V-8 revs to a rarefied 8500 rpm. The angry cry of stressed metal and most high-strung exhaust note this side of Formula 1 leave an indelible impression. Large, well-placed paddles mounted on the steering column make shifting child’s play, the Magneti Marelli system automatically blipping on downshifts and clicking through gears in as little as 150 milliseconds. And handling can literally be dialed in from the cockpit. Docile, high-strung or somewhere in between? Simply twist the rotary-switch manettino on the steering wheel to one of five positions, adjusting shock valving, shift quickness, degree of yaw- and traction-control intervention and differential locking factor. We preferred the Race mode, where roll is lessened and the diff action lets you reduce the slight mid-corner and exit understeer with application of power. In any configuration, the Ferrari’s feel is light, delicate and composed. Even with traction control defeated, the power ramps up perfectly as to not overwhelm the traction of the rear tires; when stopping, the optional, hugely expensive carbon-ceramic discs shrug off fade and abuse. Harmony and balance are the right words here.  Lamborghini Gallardo Although the Lamborghini Gallardo may be the Murciélago’s baby brother, there’s nothing junior about its performance…no doubt prompting Lamborghini to build a meaner Murciélago, the LP640 (see Ampersand this issue). Consider that it was second only to the F430 on the road course (1 minute, 17.8 sec.) and posted the quickest slalom speed (68.3 mph) highest lateral acceleration (1.03g) and lost the braking contest to the Porsche by a mere lederhosen-length. Impressive indeed. Where the Ferrari is all about sensuous curves and gentle arcs, the Gallardo is brazen in its sharp-edged geometric forms and an ultra-fast windshield angle that kinks up only a few degrees from the front fenderline. It’s also quite compact, at 169.3 in. overall, that length somehow containing a longitudinally mounted 5.0-liter 520-bhp V-10, an all-wheel-drive system with a viscous center coupling and a surprisingly roomy cockpit. Like the F430, both its skin and structure are of aluminum. Rev the V-10 — it’s good for 8100 tingly rpm — and its glorious mechanical whoop is a little brassier than the Ferrari’s but equally intense, with extra induction hiss for dramatic effect. Lamborghini uses a version of the Magneti Marelli paddle-shift system too, called e.gear, but the fingertip portions of the paddles themselves are too small, making them hard to find when lots of steering lock is used, such as when exiting a tight corner. So sometimes instead of 2nd gear, you get the wipers. Inside, the far-away base of the windshield takes some getting used to, but otherwise the Gallardo is the least intimidating, flattest-cornering, most secure-handling car in the test. Although torque is normally apportioned 30/70 percent front/rear, it takes a determined effort to wrest grip away from the rear 295-width Pirellis. In sweepers, the fronts squawk slightly with mild understeer while the rears dutifully plant the considerable power. Exiting the tight stuff, the transfer of torque is seamless. The chassis’ worst feature? The steering, while laden with feel at lower speeds, seems to numb with increased velocity and side load  Porsche 911 Turbo Iconic. That’s what the Porsche 911 Turbo was, is and will continue to be. The 997-based version continues with a 3.6-liter liquid-cooled flat-6 overhanging the rear axle, but there are a number of improvements. The twin turbos have movable vanes that vary exhaust gas flow to the turbine blades, increasing power to 480 bhp, broadening the torque curve and quickening response. Aluminum doors weighing 24 lb. apiece help lower the overall weight to an estimated 3495 lb., 11 lb. less than the 996-based Turbo. And a new, multiplate clutch under electromagnetic control is said to more speedily apportion torque rear to front in the Turbo’s all-wheel-drive system. The new Turbo’s interior fits like a glove, with body-hugging seats, the expected quintet of dials with the tach front and center. The only tip-off to two Boxsters’ worth of power is the bar-graph boost gauge set into the tachometer’s face; otherwise, it’s standard-issue 911, which is to say excellent. Put the screws to the flat-6 and the Turbo will keep pace with the Viper and the Italians quite nicely — a 3.9-sec. blast to 60, and a 12.3-sec. quarter mile. On 911 Turbos equipped with the Sport Chrono Package, as was ours, there’s an overboost feature that allows an additional 2.9-psi boost for up to 10 seconds, which bumps peak torque from 457 lb.-ft. to 502. On the track, you’re elated to have this extra drive out of the corners, yet mildly disappointed when the electronic overlords decide it’s time to dial the extra torque back out. Accelerating normally, power comes on in a two-stage hit, becoming noticeably stronger at 3500 rpm. Outside the car, full-throttle fury sounds like jet blast from a 737. On Vairano’s handling circuit, brakes were hugely effective. Yet handling was sort of a two-stage proposition, the Turbo picking up more of a power-on push than we’d like, then squatting to neutral/slight power oversteer on exit. It also showed more lift-throttle oversteer than any other 911 in recent memory, a trait that worsened considerably as the tires wore. At least great steering feel, another 911 hallmark, allows sensing the attitude and correcting easily. 
|
Editado: 05-ago-2006 12:02 -
Oh Yeah
05-ago-2006 12:47
#6
| wena comparativa!!en circuito se imponen los europeos,en velocidad punto los americanos,cada 1 con su estilo!! |
y mas Racing 
-nº 4- 
Nº un69 
205GTi,R5 GTT,Williams,VTS,Clio Sport,206RC,Focus RS --- Escort MKII,M3 E30,190 2.5 16v EVOII,Sierra Rs Cosworth --- Impreza gt,WRX,STI,EVO VI,TME,IX,Escort Cosworth,Delta Martini
Algun Dia Tendré un SUBARU IMPREZA GT,WRX,STI
Le Mans Winner
05-ago-2006 12:56
#7
| Después de fijarme en la excelente prueba de Motor Trend en donde comparan 6 Superautos EEUU usando todos los mismos neumáticos para medir el verdadero rendimiento en pista de cada uno de los coches… en este comparativo de Road and Track "América vs. Europa" usando llantas de diferentes fabricantes deja mucho q desear! |
*AutoBan Spam/Flood/Troll*
05-ago-2006 13:05
#9
| estan igualadisimos.o sea si en america son hierros aqui tambien¡¡ |
ForoCoches: Miembro
05-ago-2006 14:06
#11
| Está es la misma prueba que publico la revista Quattroroute y cuyos números no se sostienen por ningún lado. |
ForoCoches: Miembro
05-ago-2006 14:12
#12
|
Cita de racer
Después de fijarme en la excelente prueba de Motor Trend en donde comparan 6 Superautos EEUU usando todos los mismos neumáticos para medir el verdadero rendimiento en pista de cada uno de los coches… en este comparativo de Road and Track "América vs. Europa" usando llantas de diferentes fabricantes deja mucho q desear!
We've had a few letters about this already, so I'm getting good at answering these questions. It was a joint test with QuattroRoute. They needed our help in getting the Ford GT, and they helped us by providing a place to test in Italy. Works well for everyone. One down side is that the two Italian cars were shod with Italian rubber—an option in Italy that US buyers don't get. How much does it matter? The Pirelli Corsa tires are probably the most track-worthy of the group. However that means they handle heat loading better, and can do more laps, but at cooler temperatures don't work as well. At cold temperatures they are probably not as sticky as the Michelin Pilots on the Viper, or the Goodyear Eagle F1 Supercar tires on the Z06, but they are all very close. Of all the cars, the one that wore out its tires the quickest was the Porsche Turbo with it's Michelin Pilot Sport 2s. One might therefore think they were the softest and stickiest. As for acceleration performance all the cars were slower then we might expect, not just the 911 Turbo. This has to do with track surface, air temperature, humidity and altitude. Conditions were not at all optimum. Unlike other magazines we do not correct our data to what we think the cars could do. We give you the numbers that were recorded just as if you had taken the car to a local drag strip. As for the decrease in performance, take them with a grain of salt. All the cars were tested in the same conditions and therefore this is how they compare. Thus the entire reason why we retest cars when we do comparison tests. I hate to point this out, but did you notice that Car & Driver didn't re-test the F430 in their comparison this month? The 997 Turbo was opted for as a manual because it is more driver and performance oriented. The Tiptrontic is supposedly faster at the dragstrip, but it has a torque converter and only 5-speeds, unlike the Ferrari's F1 system and Lamborghini Gallardo's e-gear which both are clutch-less 6-speed manual transmissions. To see the real difference look for a review of the automatic and the manual in a future issue. Can’t say when though, you'll just have to keep reading the magazine. We always try to do better. But some things are out of our control, it's hard enough getting the cars together without having to worry about the weather. -Shaun  Shaun Bailey Road Test Editor Road & Track Magazine http://www.roadandtrack.com/idealbb/...?topicID=12968 |
ForoCoches: Usuario
05-ago-2006 17:54
#15
|
y este F430 (abajo derecha) ???? tiene el culo, mezcla el de calle, mezcla el challenge?   podria ser esteticamente un Challenge Stradale? porque tambien lleva las llantas (aunque las llantas hay muchos que se las ponen) |
ForoCoches: Miembro
05-ago-2006 18:04
#16
Ese coche que pones es el Ferrari F430 Challengue, te lo digo por que yo lo tengo en el Project gotham racing 3 de Xbox 360 es una homolgacion de carreras del actual F430.Racer, gracias por el reportaje!
|
ForoCoches: Usuario
05-ago-2006 18:32
#17
|
Cita de Speed Boy
Ese coche que pones es el Ferrari F430 Challengue, te lo digo por que yo lo tengo en el Project gotham racing 3 de Xbox 360
es una homolgacion de carreras del actual F430.Racer, gracias por el reportaje! |
ForoCoches: Miembro
05-ago-2006 18:53
#19
|
europa es europa, al cavallino y a porsche me rindo.... otro gran reportaje racer 5* |
ForoCoches: Miembro
05-ago-2006 19:44
#20
Pues yo no me creo mucho esos datos.. resulta que el ferrari le mete al porsche de 0 a 166 (100mph) 1.2 segundos????? ala vengaa solo en el 0-100 el porsche le mete alguna decima 2 creo al ferrari,y resulta que de 100 a 160 le recupera eso y la mete 1.2 segundos??no me lo creo.. Y del gallardo mucho menos todavia,tengo por ahi una prueba del gallardo en una revista que el 0-100 lo hacia en 4.9 o 5 segundos,el antiguo porsche turbo y el mercedes sl 55 amg tambien estaban en la comparativa y le metian bakalao por todos lados,y ahora resulta que el gallardo es mas rapido que el nuevo porsche?? no me lo creo sinceramente.. |
ForoCoches: Miembro
05-ago-2006 19:46
#21
me quedo con el 430....no me aria falta mirar los otros...
|
ForoCoches: Miembro
05-ago-2006 19:50
#22
Pedazo de post! Me quedo el 911 Turbo seguido del Gallardo 
|
Le Mans Winner
05-ago-2006 19:58
#23
|
Cita de Jimi Hendrix
No te falta razón, aquí el editor de R&T trata de dar explicación a los resultados poco creibles de esta comparativa pero no queda muy convincente:
 Saludos y gracias por la info. Jimi 
|
ForoCoches: Miembro
05-ago-2006 21:32
#25
|
Cita de racer
Pues no me equivoque, esta prueba no demuestra el verdadero potencial del nuevo y tecnológico Porsche 997 Turbo, el equilibrado chasis del Corvette Z06 y la brutal capacidad del Ford GT
Saludos y gracias por la info. Jimi que cosa mas rara no y aqui no se le ve demasiaod potencial.... esta comparativa deja mucho que desear.... POR CIERTO RACER ... YA SABES COMO SDIEMPRE MACHO ,,,, UN 10 PA TI SOCIO |
ForoCoches: Miembro
05-ago-2006 22:57
#26
|
Cita de herrante
MUI BIEN DICHO.. pues por ejemplo el nuevo 997 TURBO, en el viejo nurburgring,,,, los mea a todos.
que cosa mas rara no y aqui no se le ve demasiaod potencial.... esta comparativa deja mucho que desear.... POR CIERTO RACER ... YA SABES COMO SDIEMPRE MACHO ,,,, UN 10 PA TI SOCIO |
Le Mans Winner
05-ago-2006 23:02
#27
|
Cita de lutxo
Puede ser q las especificaciones para america le capen al 911??
 |
ForoCoches: Miembro
05-ago-2006 23:11
#28
|
Está demostrado, que un superdeportivo europeo no hay americano que le venza.... saludos. |
ForoCoches: Miembro
06-ago-2006 00:15
#29
|
Cita de dickdick
Está demostrado, que un superdeportivo europeo no hay americano que le venza....
saludos. |
