The cornering G's are going to depend heavily on the tightness of the turn (tighter the turn, the higher G's the Nissan will be able to pull over the GT2), and the worse the surface (Nissan will have a comparative advantage as the surface conditions degrade). On a very fast corner that's tire limited, the GT2 should have the advantage, since it has bigger tires with respect to the weight, as well as DOT-R tires instead of DOT.
Where are the physics in that? That's not true. Only advantage the Nissan would have is accelerating out of the turn, not going around the turn. What could play a role is downforce though, but we're not talking formula 1 cars here, I doubt any of them generate anymore than 300-400 kgs @ 300 km/h.
But back to the accelerating out of the turn, I'd say the GT2 has a very nice set of tires and some insanely wide rear wheels. It shouldn't do that much wheel spin when doing 100+ km/h. So from the average nürburgring turn I doubt the GT-R is any faster.
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Where are the physics in that? That's not true. Only advantage the Nissan would have is accelerating out of the turn, not going around the turn. What could play a role is downforce though, but we're not talking formula 1 cars here, I doubt any of them generate anymore than 300-400 kgs @ 300 km/h.
But back to the accelerating out of the turn, I'd say the GT2 has a very nice set of tires and some insanely wide rear wheels. It shouldn't do that much wheel spin when doing 100+ km/h. So from the average nürburgring turn I doubt the GT-R is any faster.
Steady state cornering is a very small portion of the anatomy of most turns. IMHO, trail braking will be much easier in the GTR, and (as you said) acceleration out will be as well. The GT2 should have a higher steady state speed.
The smaller (lower speed) the corner, the greater percentage of time the braking and acceleration out will take relative to the steady state. The faster the corner, the greater percentage of the time you'll be doing steady state.
Cornering load (that G force measurement) does not break down the anatomy of a corner into its basic parts, it merely takes the corner as a whole.
This is why the GTR will show a higher G force on slower corners relative to the GT2.
I don't think you can compare spec sheets and say which car is faster. There's obviously alot of variables that cannot be quantified on paper.
Take for example the C63 vs M3. Shouldn't the C63 be faster around a track when compared to the M3? But it has been repeatedly demonstrated that that is not the case.
Shouldn't the new CTS-V be alot faster than the M5 around the track, but Auberlein proved that was not the case.
For the doubters out there, next time when/if you pull up next to a GT-R, don't tell me your confidence isn't going to fade a little...
Steady state cornering is a very small portion of the anatomy of most turns. IMHO, trail braking will be much easier in the GTR, and (as you said) acceleration out will be as well. The GT2 should have a higher steady state speed.
The smaller (lower speed) the corner, the greater percentage of time the braking and acceleration out will take relative to the steady state. The faster the corner, the greater percentage of the time you'll be doing steady state.
Cornering load (that G force measurement) does not break down the anatomy of a corner into its basic parts, it merely takes the corner as a whole.
This is why the GTR will show a higher G force on slower corners relative to the GT2.
The physics hold, as does the logic.
Ok, explanation is accepted for now . But what is trail braking?
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To clear something up that has been bothering me; my name is Gustav (hello board leader ), my dad's name is Morten. I post 99% of all posts under the MortenDK account - so call me Gustav
Ok, explanation is accepted for now . But what is trail braking?
Normally, the braking zone is considered to start at the point you need to stop accelerating and begin braking for a turn. The braking zone ends at the beginning of the turn, while you're still going straight.
With trail braking, the brakes are let up more progressively (instead of completely) as you enter the turn, which increases the load on your front tires. With more load on the front tires, initial turn in bite is increased.
Basically, it allows you to rotate the car better (and faster). Because you're loading the front tires, and unloading the rear, imperfect application will tend to unbalance the vehicle; it's a more difficult thing to do with rear heavy vehicles like the GT2.
Many, many and MANY assumptions have been made here, and all of u might be right. But in my opinion, Tom C's assumption could be true. "press cars" could be different than the showroom cars.
I highly respect Porsche as a company and they had never attempted to prove other companies wrong or provide false claims about their cars. Im also not trying to be biased, I could be wrong. What if Nissan tweaked their press cars to be better than the Porsche?
Quote:
Originally Posted by Tom C
The problem with using the other tests of the GT-R is that each one was done with "press cars". I would think that the only way to verify the GT-R and for that matter 997TT and 997 GT2 claims is for someone to buy the cars off the showroom floor and hand the keys to the respective GT-R and Porsche (Walter Rohrl) test drivers.
Forgive me for being a little skeptical of the GT-R's performance given the extremely divegent test data from Car & Driver mag.
Normally, the braking zone is considered to start at the point you need to stop accelerating and begin braking for a turn. The braking zone ends at the beginning of the turn, while you're still going straight.
With trail braking, the brakes are let up more progressively (instead of completely) as you enter the turn, which increases the load on your front tires. With more load on the front tires, initial turn in bite is increased.
Basically, it allows you to rotate the car better (and faster). Because you're loading the front tires, and unloading the rear, imperfect application will tend to unbalance the vehicle; it's a more difficult thing to do with rear heavy vehicles like the GT2.
Also, the level of confidence a driver has in his car will allow him to carry his speed deeper into the turn before applying the brakes and accelerate out of the turn sooner; in essence shortening the braking zone considerably.
All the reviews of the GT-R has the same theme, how well the chassis feels and the confidence it inspires in the driver on the track.
You can get a car with alot more horsepower (say the Corvette), but inspire little confidence by feeling skittish, and will adversely affect your time.
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), my dad's name is Morten. I post 99% of all posts under the MortenDK account - so call me Gustav 
. But what is trail braking?
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