Aston Martin V12 Vantage: a full-fat stage with 700 hp goodbye

Corvette C8, BMW M4, Porsche 911 GTS: 500 hp comparison

Anyone who doesn’t notice the ambiguity in the headlines desperately needs a shot of refreshment when it comes to Corvette history: Zora Arkus-Duntov is the name of the engineer who saved the C1 from extinction and dreamed up the mid-engine Vette 60 years ago.

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Now he has found his way. Late, but better than never. The reason is simple: the modern oppo can no longer deal with the front engine layout. After seven editions, Chevrolet changed its athlete completely. Meanwhile, the BMW M4 and Porsche 911 have stayed true to themselves – though both have sharpened the details as well.

We’re used to the look of the new M4 by now

BMW is driving a revolution in the optical sense. Even the most resentful of fans should be used to the new look by now.

BMW M4

BMW mastered lines of precision that its predecessors did not have. He’s only one-hundredth of two sports cars.

Porsche sharpens under the Carrera sheet metal topped with materials from the turbo: Ten millimeters lower sports suspension comes from its big brother, active suspension and standard sports exhaust system. To ensure that the rear responds spontaneously, the main springs on the rear axle are always preloaded using so-called auxiliary springs.
Porsche 911 GTS

On the track, the 911 brings out the most enjoyable lap times on the tarmac.

And while we cover the curious Denglish language, let’s take a quick look at Zora in red: she’s also been prescribed a small euro drug. Otto particle filter, Euro lamp, license plate holder. Officially, 20 hp is missing from the performance specs, but this is nowhere near as noticeable.

Corvette C8

The Lausitzring matched the Vette, only struggling with traction issues at the end of the Goodyear curve.

Our grinding point whisperer Guido Naumann measures the US version from zero to 100 in an astonishing 2.9 seconds on the DEKRA-Lausitzring. Half a second faster than stated. Values ​​which we cannot then regenerate with the same vehicle in the AUTO BILD measurement path in Parchim.

Less than the allotted 3.4 seconds was never possible again – even for Corvette player Patrick Herrmann. What makes the Euro-Vette on Lausitz asphalt stickier? Let’s see.

BMW is an old friend

First, let’s take a look at Bavaria – although the M3/M4 now seems like an old acquaintance. Two super tests, various comparisons like manual, automatic and all-wheel competition. We also recently used the M3 endurance tester for this purpose. He is officially stationed with the AUTO BILD colleagues in Hamburg, but we see him from time to time. That’s not to say we’ve forgotten the incredibly powerful sports equipment that M-GmbH has installed on mixed tires.

The M4 couldn’t disguise one conceptual flaw compared to the Vette and GTS: where the other two were designed as pure sports cars, performance quacks had to bring out the equivalent of sporting talent from a civilian mid-range base.
And you can feel how confident this has been achieved after the first boarding. The seating position isn’t nearly as perfect as the 911’s, but let’s be honest: In the C8 we felt more like a buggy driver, although Ami also fitted a competition sports seat.

Corvette demands more work

But the carbon seats on the M4 throb after a few hundred kilometers at the rear which are damaged from the 1.96 meter editor. Naumann’s timing drivers are enthusiastic about expensive seats, but for my anatomy, they offer too little support in the lower back area. It hurts in the long run. This time around, Porsche is leaving the carbon fiber shell seating furniture in the select cabinets and will come with the standard Plus sports seats.

Crossroads

Motorbauart

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charging/pressure boost

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transfer

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kW (PS) b. 1 minute

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liter output

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Nm b. 1 minute

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transmission

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drive type

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Mae L/B/H

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Tank/luggage volume

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basic price

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test car price

Crossroads


Not a bad choice, because we felt more than supported enough in the fast laps. As we exited the GTS as fresh as dew, we were sweating after three fast Corvette rounds. Not only do Americans need more work from the driver when it comes to car control, the trunk muscles also have to do more, simply because there is no lateral support in the shoulder area.

As far as day-to-day operations and ratings are concerned, the title clearly goes to Munich. The iDrive is closer to perfection than any other operating concept, plus the M4 has room for four people and perfectly usable luggage.

The Porsche emergency seat is more of an extra storage space, in the Corvette the trunk in the rear compartment quickly gets hot from the engine’s waste heat. For a weekly shop with frozen pizza and chocolate, better take a second car. You’ll get used to the unusual button bar over time, and the touchscreen and driving dynamics controls are within easy reach of the driver.

Corvette easily topped factory specs in sprint

And thus, we are now moving towards the measurement part. In the middle of a cold winter day, the asphalt was still slightly damp. But what Euro-Vette has now stamped onto the gauges left us gaping: 3.1 seconds – four tenths faster than factory specs despite less than ideal conditions.

The 911 GTS also beats its factory specs by a tenth at 3.3 seconds, the M4 trailing slightly in this category, though its performance is also two tenths better than the manufacturer promised.

The Corvette is aided by superior traction and excellent launch control. However, once it gets strong, the naturally aspirated engine characteristics take revenge and both biturbo cars have the advantage. BMW is approaching 130 km/h, Porsche is even leading. From Tempo 160 C8 was thrown. For competitive traction, it naturally requires low gears and therefore high output speeds. The power of the dungeon was not his profession.

But the old-fashioned bumper of the V8 is most responsive to gas explosions. Boxer Porsche is also happy in Sport Plus mode, the M4 lags behind a bit here.

Great value Carrera GTS

In terms of deceleration too, he should have really had a hard time slowing down the measured 1695 kilograms. However, the optional carbon-ceramic system works very well. The warm 31.5 meters is very respectable, we were very impressed with the durability that brakes are known for on the race track.

The Porsche UHP stopper has once again helped the Carrera GTS to achieve excellent marks and full points in this category, but for an additional 8937 euros, the assessed price will be debited. The Corvette brakes at a very solid 32.2 meters with steel discs without holes, but the Euro models at least have a more powerful brake system than the Brembo as part of the Z51 package as standard.

On fast laps, BMW shows its capabilities.


On a quick lap, BMW points out: We just matched a freely configurable driving dynamics playground with the second toughest chassis option. Otherwise, the rough impact on Goodyear’s curve and prior to returning to the trioval brings too much angst into chassis and cost traction.

The steering, on the other hand, wasn’t tight enough for us, even at the most difficult levels. We wanted more feedback, especially around the center position and during turns. However, the steering angle and translation are just right. A strong six-in-line takes everything out of itself in the last sector. 1:33.40 minutes on the clock at the end.

Every hundredth in front of the C8 costs € 1955

Let’s get into the Corvette: a completely different driving experience. The chassis is stiffer and sleeker than the M4, but still finishes the transition cleanly. We stayed in race mode without causing too much fuss in the load. You just have to be careful when accelerating with the heavy rear C8: the interaction between the required high speed and the grip limit of the Michelin Pilot Sport 4 S special mix is ​​demanding.

The Corvette ended up being one-thousandth ahead of the BMW and earned its time in the second sector with medium-speed corners, where the turbos benefited less from their punch.

But even the GTS couldn’t pull away decisively – at least not to the extent that it would suffice for a points lead. This is 33 percent at the end of the round. It gains less time entering corners thanks to a more grippier front axle, the feel of accelerating outwards with slightly better grip. But: Every hundredth profit from the C8 costs € 1955.