American Media CGT Test Reports
Road & Track June 2004
0-60 mph 3.6
0-100 mph 7.0
1/4 mile 11.3 @ 131.6
200 ft skid pad 0.99g
"On a beautiful sun-soaked day, relax, take the lightweight 5.3-lb. roof panels off and find a twisty road where you can be accompanied not by Mozart but the symphony and power of the V-10 orchestra. What can be better? Well, maybe nothing -- until you drive this Porsche on a racetrack. The athleticism hidden underneath the Carrera GT's carbon-fiber exterior is awesome to experience."
"The V-10's power band in so broad that passing slower traffic doesn't always require a downshift. There is tremendous torque available in any gear. In fact, a Porsche engineer said that he could drive the GT from its Leipzig factory to the Zuffenhausen headquarters, keeping it in 3rd gear all the way."
"On turn in, the GT's lateral grip is excellent. The car is quickly guided to the apex with stability. Exiting the corner is when the driver has to be patient to unleash all of the V-10's might. Too eager on the throttle and the rear will step out. Even then, the onset of oversteer is so progressive that it will never catch you by surprise."
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Car and Driver June 2004
0-60 mph 3.5 (Enzo 3.3)
0-100 mph 6.8 (Enzo 6.6)
0-120 mph 9.4
0-130 mph 10.8
1/4 mile 11.2 @ 132 (Enzo 11.2 @ 136)
slow corners 1.10g
fast corners 1.19g (maybe some superelevation + downforce)
"Thoughts of ride quality quickly faded as we barreled into a tight hairpin at 135 mph. Here's where we'd like to brag about our abilities to keep this flailing beast on the track. But we can't -- the GT's excellent manners and tremendous grip make difficult maneuvers seem easy.
We didn't record any notes on steering feel. We didn't forget to -- it's just that it felt quite natural. There's power assist, but it doesn't vary with vehicle speed. Yet the effort builds with cornering speeds, and you always get a sense of how close the tires are to their cornering limits."
"The brakes, too, are wonderful. Stopping from 70 mph takes only 145 feet -- six fewer than the Enzo. The pedal is firm, and you can use the anti-lock system to cut down the majority of straight-line speed and then effortlessly ease off to trail-brake into the corners.
It wasn't the outright speed thast floored us. We expected that. It was the easy controllability. Those rigid suspension mounts may be a bit annoying on the road, but on the track they provide a stream of tiny signals that impart confidence. We tried, but we never found a way to upset the chassis. It's simply glued to the road.
The way we see it, a little bit of road noise and a grabby clutch are small prices to pay for a sports car that until now was simply a dreamy doodle in study hall. It's as fast as anything on the road, but it offers an open roof and an imensly satisfying level of driver involvement"
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Automobile June 2004
Yet to be heard from (haven't received our copy). I expect Don Sherman's write-up to be a very good read.
0-60 mph 3.6
0-100 mph 7.0
1/4 mile 11.3 @ 131.6
200 ft skid pad 0.99g
"On a beautiful sun-soaked day, relax, take the lightweight 5.3-lb. roof panels off and find a twisty road where you can be accompanied not by Mozart but the symphony and power of the V-10 orchestra. What can be better? Well, maybe nothing -- until you drive this Porsche on a racetrack. The athleticism hidden underneath the Carrera GT's carbon-fiber exterior is awesome to experience."
"The V-10's power band in so broad that passing slower traffic doesn't always require a downshift. There is tremendous torque available in any gear. In fact, a Porsche engineer said that he could drive the GT from its Leipzig factory to the Zuffenhausen headquarters, keeping it in 3rd gear all the way."
"On turn in, the GT's lateral grip is excellent. The car is quickly guided to the apex with stability. Exiting the corner is when the driver has to be patient to unleash all of the V-10's might. Too eager on the throttle and the rear will step out. Even then, the onset of oversteer is so progressive that it will never catch you by surprise."
--------------------
Car and Driver June 2004
0-60 mph 3.5 (Enzo 3.3)
0-100 mph 6.8 (Enzo 6.6)
0-120 mph 9.4
0-130 mph 10.8
1/4 mile 11.2 @ 132 (Enzo 11.2 @ 136)
slow corners 1.10g
fast corners 1.19g (maybe some superelevation + downforce)
"Thoughts of ride quality quickly faded as we barreled into a tight hairpin at 135 mph. Here's where we'd like to brag about our abilities to keep this flailing beast on the track. But we can't -- the GT's excellent manners and tremendous grip make difficult maneuvers seem easy.
We didn't record any notes on steering feel. We didn't forget to -- it's just that it felt quite natural. There's power assist, but it doesn't vary with vehicle speed. Yet the effort builds with cornering speeds, and you always get a sense of how close the tires are to their cornering limits."
"The brakes, too, are wonderful. Stopping from 70 mph takes only 145 feet -- six fewer than the Enzo. The pedal is firm, and you can use the anti-lock system to cut down the majority of straight-line speed and then effortlessly ease off to trail-brake into the corners.
It wasn't the outright speed thast floored us. We expected that. It was the easy controllability. Those rigid suspension mounts may be a bit annoying on the road, but on the track they provide a stream of tiny signals that impart confidence. We tried, but we never found a way to upset the chassis. It's simply glued to the road.
The way we see it, a little bit of road noise and a grabby clutch are small prices to pay for a sports car that until now was simply a dreamy doodle in study hall. It's as fast as anything on the road, but it offers an open roof and an imensly satisfying level of driver involvement"
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Automobile June 2004
Yet to be heard from (haven't received our copy). I expect Don Sherman's write-up to be a very good read.
yeah that doesn't surprise me too much
