Sport Coupe Comparison: War of the Sports Car Worlds

Scott Dukes

The Evora, as the newcomer to this segment, had the most to prove. Like the best British sports cars, it establishes its brilliance not on paper (although its performance numbers would be impressive among any other company) but rather through the way it makes a driver feel behind the wheel. Compared with the rest of this group, it stands out for its refreshing simplicity and purity. Of course, British sports cars also tend to be demanding, and the Evora is no different. Lotus casts it as a more practical proposition than the hard-core Elise and Exige, and that's certainly true, but the second-place Evora still demands enough sacrifices that it won't be for everyone.

That leaves the Porsche 911. Germans are supposed to be logical, practical, and unsentimental. The 911 certainly conforms with the first two - it is the most well-rounded performer here, possessing the most refined interior along with great brakes and steering feel from the gods. But it's certainly not lacking in sentiment. The fact that it's still around, and so very good, speaks to the unrelenting devotion of Porsche's engineers. The 911 should be obsolete, and yet, it's the best of a brilliant group, and our winner.

With regulations toughening and automakers squeezing their global operations for every last synergy, it's likely that the homogenization of the automobile will only accelerate. But these four cars, which are all amazingly quick and, by the way, all manage to avoid a gas-guzzler tax, prove there's still more than one way to skin a cat. Thanks to the wonderfully dissimilar products of Bowling Green, Kentucky; Zuffenhausen, Germany; Hethel, England; and Tochigi, Japan, finding a favorite sports car remains a particularly personal and exceptionally fun proposition.

I also enjoyed the article. The only piece that irked me a bit was the GT-R Techtonics by Eric Tingwall.The "Execution" piece should be accurate, but it's not.There are thing that can slide as they are somewhat accurate: 100% of the torque to the rear wheels (in fact it's 98%, but that's nitpicking).The main egregious statements are:"Hydraulically controlled multiplate clutch". It's actually an Electro-Magnetic controlled center diff (GKN's EMCD).Also, "An electronically controlled LSD sits between the rear wheels". Also inaccurate, while there is a VCD traction system in ATTESA, the rear diff is a mechanically passive 1.5way LSD, a GKN Driveline SuperLSD if I'm not mistaken.. what's certain is it's not electronically controlled like the R34 V Spec was.
QUOTE:"Shifting is another issue, as the gas and brake pedals are poorly spaced for quick blips down into second gear and the beefy shifter makes it easy to miss the change back into third. For this reason, it's best to stay in third the entire run. And that's just fine by the brawny V-8. Even with the granny shifting, the Vette manages the second fastest lap of the group. "Given enough time, I could probably get the Z06 to lap fastest, but the GT-R's computers make it easy to get great times right out of the box," Cammisa notes."Wow, maybe you should find some full-grown men to test the cars for you....
I enjoyed the article, although the Evora would not have been my choice for the British entrant. Maybe the Jag or Aston would have exceeded the price limit. If I were in the market, my first choice is the Z06 Carbon with the Porsche a close second (I'd take the Porsche over a regular Z06),the GTR third and the Evora fourth. Honestly, I'd be happy with any of them.

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