https://www.caranddriver.com/reviews/19 ... rison-test
https://s3.amazonaws.com/amv-prod-cad-a ... -turbo.pdf
Good read.
Some points:
- The 911 Turbo was $41k more expensive, which is more than 50% (a Corvette was 50% more than a Camaro and you actually got a lot for the money)
- The 911 Turbo may offer some intangible benefits, but it doesn't really sound like a joy to drive hard.
And onto the ZR-1:The Turbo's parentage really comes into focus when you press hard. Drive it to 85 percent of its cornering potential and it's sweet and sophisticated. It reacts confidently. The steering is sensitive and accurate, with just the right weighting. And no 911 Turbo was ever so stable in a straight line at speeds above the century mark.
But turn it loose on a back road looking for that last fifteen percent and the Turbo acts up in much the manner of the previous version. It is a double handful in the corners, pitching and twitching like it longs to visit that ditch — a disobedient, thrusting animal trying to break its leash, or, if it doesn't get its way, its own neck. On the racetrack, the Turbo's mean streak made us conservative and kept it from getting within two seconds a lap of the ZR-1.
When the stunt driving is through, you'll find that the 911 is a decent, though not exceptional, long-distance companion. The ride is stiff. The engine is reasonably subdued, but road noise rolls through the cabin, and the rigid body registers each tar strip with a loud pong! worthy of a timpani drum. For a car bearing this price burden, the 911 ought to be equipped with a sound system better matched to its difficult acoustics; the one in our car sounded muddy when we turned it up enough to counter the rumble of the road.
The ZR-1 triumphed over the 911 Turbo for one simple reason: it goes fast better. A ZR-1 in full stride is a highly talented athlete. It's always on its toes. Its moves are intuitive. Its speed is sudden and explosive.
This 91 was definitely slower than the 90 - that happens sometimes.Put the ZR-1 into motion and you'll forget all about things like upholstery and shaky hood panels. You sit down low, in a thick-walled cocoon, but the initial feeling of isolation melts away in moments. The deeply pocketed seats are excellent, and the shifter, wheel, and pedals are positioned perfectly.
The first surprise is the ZR-1's ride: it can do a fair impression of a sedan, if you ask that of it. The key is the standard-equipment electronically controlled shock absorbers, which offer three damping programs, ranging from plush to racer-stiff. (We found the middle setting best for all-around use.) This roughneck indeed has table manners.
Aren't these the same words that would grace later 911 reviews after they improved the manners? It so happens that the C6 ZR1 was made in the exact same image, just with even more performance. I love both. And to think, the 993 Turbo is the one with the stratospheric price. Works for me. I want the ZR-1.The Vette's behavior on twisting two-lane roads is every bit as exciting as what it does in a straight line. It goes where you aim it. Period. No feints, lurches, or false moves. It hangs on as if it had giant asphalt-piercing spikes in its tires. The Corvette ZR-1 is the equivalent Isiah Thomas: both do the seemingly impossible moves and somehow make it look easy.
Ease off to catch your breath and it's apparent that the Vette is a thoroughly docile creature around town. The controls are light and precise, and every amenity except heated seats is on duty to serve you. You could commute to work in this car.
Oh, this is not a 993. It is a 964. I don't know what the 964's price is, but it's probably less than the 993. Maybe the more important point is, let's give GM some credit for beating Porsche here because it wasn't until 1994 that Porsche got their act together, and the ZR-1 had been available since the 1990 model year.