bugatti veyron vs nissan gtr 2017 beutifule (Find out for yourself)
Bugatti Veyron
Nothing, absolutely nothing other than a Formula One car on a hot lap, can prepare you for the time warping acceleration of the Veyron at full throttle. This car is disturbingly fast”
Model tested: 2008 Bugatti Veyron 16.4 – noire Metallic
Price as tested: AUD$2.6 million
By – zakaria elloudi & ahmad ali
After twenty-three gruelling hours in a seriously packed economy class cabin, we arrived in Frankfurt via Abu Dhabi, ready for what we thought was a well earned luxury business class flight to Strasbourg in germany
Turns out, our double degree IT guru and fellow motoring journalist Alborz, (who said his friend at flight centre had it sorted), had completely misread the ticket. Bus – actually meant BUS – the road going version. All sorted
Molsheim is not a big place, and when we saw the Bugatti sign inside a high security compound, smiles were a plenty. We were less than twelve hours away from an event, few in the world will ever claim
But first things first. We had been up thirty-six hours and desperately needed a good solid meal. Food is what France does best, although low budget trips can be a nasty thing
We drove back into Strasbourg and found the only place open, which happened to be covered in pictures of black and white cows
We couldn’t get in fast enough. I had been talking up steak and chips or “steak frite” as the French call it, all day and this was the specialty of the house. For the equivalent of AUD$21.00 we had a king’s feed of steak drenched in garlic butter, with proper French fries. A bona fide heart stopper
I move the Joystick-like shifter to the right and engage D for drive mode. If I’m going to give this thing full throttle, I won’t have to time to think about using paddles. No joke
No traffic in either direction. That’s a relief. I plant the throttle and we are accelerating faster than BMW’s 2009 Sauber F2.08 car. That’s 0-100km/h in less than 2.4 seconds. The feeling is surreal. “Can I go again” I ask Julius. He’s on the phone – still, and I’m feeling more confident so I push it slightly quicker through the bends. Apart from travelling disturbingly fast, the level of grip at 240km/h plus seems contrary to the laws of nature. Who said the Veyron didn’t handle
I must be doing OK as to get in and set up the high def video camera. Time for some flat to the firewall acceleration runs on a straight but narrow road. He’s still on the phone, so Alborz stays in. He won’t know what hit him when I engage all 1002 horsepower and 1350 Nm and attempt to hold the pedal down fractionally longer than on those trial runs
While Alborz is fiddling with the camera angle, I move the shifter to the right, two times to engage the “S” drive mode, which will hold the revs at 4000 between shifts. This will be ferocious
Boom. Within milliseconds we are doing 250km/h but there’s a sharpish bend on the horizon. No Problem. The Veyron’s ability to stop is just as prodigious as its speed. Enormous carbon-ceramic brakes using eight piston calipers up front and six down the back work in concert with an aircraft-like air brake, which has deployed
Nissan Gt-r
Phillip Island, Victoria. One of the world’s great racetracks, a stretch of tarmac that is universally rated by the MotoGP stars as their favourite weekend on the calendar. Supercars drivers love it too, such is the challenge it presents. The location, perched along wild coastline, doesn’t hurt either. As I walk into the back of the pit garage, the light rain that is falling begins to strengthen to a steady shower
“It’s going to be nice and greasy guys. There hasn’t been any rain down here to wash the track off for a while,” says rally ace and driving instructor Cody Croker
Not a worry in the world then. We’re only about to head out onto one of the most daunting racetracks in Australia in the facelifted 418kW/737Nm 2017 Nissan GT-R
We’ll get to that – slightly terrifying – track drive later. First up, I get to experience something I’ve never done before. That is, drive an R34 GT-R on the road. Yep, I’ve driven the ‘new’ GT-R three times over the years – all on racetracks. The country roads around Phillip Island seem the perfect place to get to grips (in the confines of public driving anyway) with such a heinous weapon, and the rain hasn’t started yet, so the savagery might not be quite so, um, savage
Read our pricing and specification breakdown for the details, but the basics mean the revised GT-R range starts with the Premium Edition from $189,000, then the Premium Edition with Luxury Trim from $194,000 through to the Track Edition (engineered by NISMO) from $226,000. No, the GT-R isn’t cheap, but then accessing a 2.6-second run from 0-100km/h and the aforementioned power levels isn’t cheap regardless of the badge affixed to the bonnet
Those prices are up around 10 per cent across the board from the model this 2017 version replaces. Like the price though, power and torque have crept up by 15kW and 9Nm respectively. Crucially, Tamura-san, chief product specialist for the GT-R, explains that his engineering team has worked hard to improve the power and torque delivery through the mid-range, subtle improvements certainly, but improvements nonetheless
Some things haven’t changed though. As Curt mentioned in his international launch review from Spa-Fancorchamps (where it wasn’t raining), extracting the eye-watering launch time remains unchanged. Select ‘R mode’ for everything except the suspension setting, which you leave in Comfort mode to best allow the rear end to squat down under launch load. The six-speed dual-clutch transmission remains too, and is reasonably smooth, despite the power it needs to transfer. At redline, the shifts are as rapid as you’d expect
When you get comfortable behind the wheel and take some time to survey the interior, it certainly feels more premium and luxurious than the MY16 GT-R it replaces. The reduction in switchgear lifts the interior, where too many buttons and switches often feel – and look – cheap. The larger screen makes a difference and our brief experience with the multi-function control button was positive. The screen displays numerous parameters that train-spotters will love like g-force and throttle percentage along with more mundane readings like boost
The interior still feels a little dated as it has for some time now. It is getting on for a decade old now remember. That’s especially the case with the driver’s gauge display and some of the switchgear, which lacks the delicacy and finesse of some premium Euro examples. The interior is certainly more premium than it was, but at the price point the GT-R carries, you could rightly expect an even more premium experience than the one you get. I reckon Nissan would claim the GT-R’s knockout blow is in the driving, not the switchgear, though
On road, in Comfort mode behind the wheel of the Premium Edition, the suspension is impressively supple and the cabin quiet and insulated. Only coarse chip bitumen manages to transmit road noise into the cabin, and there’s little to indicate you couldn’t use a GT- R every day. At low speed, there’s still that, connected, raw, mechanical feel to the driveline, with some clunking and whirring going on. The transmission gets even smoother (and sharper) the more you tax it, and as such, it can be a little jerky at crawling speeds. We couldn’t care less though, given the power the driveline has to try to harness
En matière d'automobiles, les Anglais comparent tout ce qu'il est possible de comparer voire même un peu plus. En gros, il ne leur faut pas grand-chose de commun entre 2 voitures pour organiser un match. Pour justifier de mettre une Nissan GT-R en face d'une Bugatti Veyron, ils ont tout simplement estimé que ces 2 voitures délivraient des performances incroyables, voire inimaginables et qu'elles écrasaient à peu près tout sur leur passage à tel point que la Nissan a été qualifiée par certains de « baby Veyron ». Bref, c'était suffisant pour les mettre face à face et voir à quelle sauce la Veyron allait manger la GT-R. Et si elle la mange
Bref, après une session de mesures d'accélération par New world, nous sommes rassurés, la Veyron écrase bien la GT-R (apparemment un modèle 2009 avec 487 ch). Sachez toutefois que les chiffres de la Bugatti ont été réalisés en mode « standard » et qu'un tour de clé supplémentaire pour débloquer les derniers chevaux aurait amélioré encore les résultats. Mais cela aurait aussi conduit le propriétaire à une révision obligatoire plutôt onéreuse.
Reste qu'une fois que vous aurez rapproché les tarifs des 2 autos avec leurs performances respectives, ce n'est pas forcément la plus rapide qui étonne.
Pour être précis et convertir les mph en km/h, il faut multiplier par 1,62. Un pied (feet) équivaut à 0,40m
Performance
|
Veyron
|
Nissan GT-R
|
0-30 mph
|
1.5
|
1.9
|
0-40
|
1.8
|
2.3
|
0-50
|
2.3
|
3.1
|
0-60 (97 km/h)
|
2.8
|
3.9
|
0-70
|
3.4
|
4.8
|
0-80
|
4.1
|
5.9
|
0-90
|
4.9
|
7.1
|
0-100 (160 km/h)
|
5.8
|
8.4
|
0-110
|
6.7
|
10
|
0-120
|
7.9
|
11.7
|
0-130
|
9.1
|
14.2
|
0-140
|
10.5
|
17.2
|
0-150
|
12
|
20.6
|
0-160
|
13.9
|
25.3
|
0-170 (274 km/h)
|
16.2
|
32.8
|
0-180
|
19.1
|
-
|
0-190
|
23
|
-
|
0-200 (320 km/h)
|
28.6
|
-
|
1/4 mile sec
|
10.5
|
12.1
|
1/4 mile mph
|
140.2
|
121.1
|
Freinage
| ||
60-0
|
2.7
|
2.6
|
dist. ft
|
102.8
|
99
|
100-0
|
4.3
|
4.1
|
dist. ft
|
293.6
|
272.5
|
