Mazda RX-7 vs Nissan GT-R

The initial RX-7 was begun in 1978 – its light, compact fastback style, and rotary engines showed a hit among customers. Buoyed on by a powerful Japanese economy, Mazda consequently started the bigger and heavier FC model in 1986 with more of GT tendency, but it failed to harbor like the earlier vehicle which commences to Mazda’s choice to revert to its lightweight sources with the third and so far last generation FD.

The model began in 1992 was one of the most attractive designs to grow out of Japan up until then, its low-slung, shrink-wrapped bodywork is a perfect contrast to the boxy FC. Originated particularly with the aforementioned 13B-REW twin-turbo engine, the RX-7 was available with both 5-speed manual and sluggish 4-speed automatic decisions.

The legendary Nissan GT-R is a supercar with gut-punch acceleration, but its shine has begun to fade—it’s been about for more than 10 years with comparatively few updates—and now more popular supercars endure at the very price point. It’s powered by a twin-turbo V-6 engine that draws out 565 or 600 horsepower depending on which model you prefer. All-wheel drive is standard, and the GT-R gives tough handling to go along with its bursting acceleration.

Cabin

Sadly, the six-figure entrance cost doesn’t purchase a cabin that’s stuffed with high-end elements. Much of the GT-R’s switchgear seems to be raised from the Nissan Altima scraps bin. The GT-R’s exterior styling also won’t interest everyone—from some points, it seems comically enormous—but it remains to turn heads, for better or worse. However, the GT-R is a performance substation with built-in exclusivity, so if you attempt to be different Nissan’s halo sports vehicle may be the best drive for you.

The RX-7’s rotating engine has huge changes to the air intake, exhaust, cooling, lubrication, electric and electronic systems. The engine, with a 654cc x 2 displacement, highlights the world’s first intercooler following a twin turbocharger which hugely decreases turbo lag and increases torque at low and medium speeds.

Maximum power is 176kW at 6500rpm and the maximum torque of 294Nm is at 5000rpm with a smooth curve that lingers above 275Nm between 2500rpm and 6500rpm. The original turbo winds up immediately to decrease lag and has completed its work by the mid-range when the secondary turbo catches over. On the road, it will drive the vehicle to 100km in below seven seconds and do the standing 400m in fewer than 15 seconds.

The GT-R’s conventional twin-turbo 3.8-liter V-6 produces a powerful 565 horsepower. It catches up to a six-speed automatic transmission and all-wheel drive that scheme to put all that power to the road. At our test track, the GT-R propelled itself from zero to 60 mph in an insignificant 2.9 seconds. The GT-R’s agile steering, firm structure, and flexible suspension system can perform even beginners feel stubbornly noble from behind the wheel.

The drive is firm but not beating and, gratitude to active sound cancellation, the thrum of the GT-R’s engine doesn’t beat your eardrums when traveling on the highway. The EPA expects that each GT-R will receive 16 mpg in the city and 22 mpg on the highway.

The interior of the RX7 slips to meet the visible intensity of the bodywork, but it nonetheless seems like a large area to drive fast. The driver is covered by an old-school fascia with chrome bezels elevating the otherwise unremitting black theme. Other evidence of the RX7’s sporting purpose is the small gear lever, the drilled aluminum pedal set, and the lightweight sports seats. Clarity is moderately large and these assists lessen the frightening factor, presenting the RX7 as a positively useable sports car.

Inside, the GT-R’s front seats are plenty spacious but the rear seats are areas only tiny children could find convenient. The interior is perfectly equipped and gives a multitude of standard hallmarks, but those seeking a high-end interior such as those of the Audi R8 or the Mercedes-AMG GT will be disappointed. Every model emphasizes dual-zone climate control, leather-and-suede-covered upholstery, heated front seats, and more. Interior cubby storage is limited with nothing more than big door openings and a little center-console bin.

The RX-7 continues excellent value and has loads of facilities. There’s power steering receptive to engine speed, dual wishbone suspension at all end, a Torsen limited-slip differential, alloy wheels, and ventilated discs with an anti-skid braking system. If you continue the car beyond these purposes, there’s also a driver’s Airbags to guard you. Inside is fairly impressive with air-conditioning, leather seat trims, CD player and Bose Acoustic Wave Music System, central locking, alarm, cruise control, electric tilt/slide sunroof, and headlight washers.

Every GT-R is implemented with an 8.0-inch touchscreen that can also be controlled with a rotating knob on the middle console. While Apple CarPlay capability, built-in navigation, and a Bose audio system are standard, Android Auto is not an alternative. Its infotainment system is straightforward enough to handle even if its graphics and menus are not the most engaging.

So long as you can manage to keep pouring in the unleaded at a speed of about 15mpg, you’re going to have any severe fun with the RX7. A good used example should however appear pliable, tight, and excited in a way that so many modern competitors appear to have ignored. Performance is predictably punchy, the 237bhp rotary engine only having to change 2888lbs plus you, presenting the RX7 some 285lbs lighter than a Honda NSX. Performance is noble, the RX7 performing 60mph in about 5.4 seconds before trimming out at 156mph. The incredible regularity of the RX7’s engine is countered by the energy of its drive, and it never makes going fast the newly anesthetized experience it is in states, a Mitsubishi 3000GT.

Handling

Handling is also intended to appeal to the hardcore fanatic. With all that power running to the rear wheels the Mazda works up to large entertainment for those who appreciate riding their vehicles at only uncertain estimates of right forward. Particularly in the wet, a heavy right boot can begin to some pretty shocking tail-out antics. If you’re practical, the first time you progress the handling boundaries, the nose will push wide benignly and can be tucked in with a soft pull of the throttle. It all seems like a Mazda MX-5 on steroids. The gearshift and brakes are both correspondingly great, and for those who like this kind of vehicle, the RX7 equals ten out of ten status.

The GT-R apparently catalyzed the entire ‘too fast for the road’ performance vehicle invasion, providing Porsche a kick up the bum we didn’t know it needed all those years ago. But the point its updates and changes have all been incremental suggest it now lies at the other end of the spectrum, one of the rare vehicles with 500bhp-plus that seems quick and dramatic at pretty pedestrian speeds.

There’s a bunch of lag, but it only assists to ramp up the drama when those turbos do light up at about 3,500rpm. While its six-speed paddle-shifted transmission seems a bit slow now opponents have transferred the sport on, the rates are also delightfully compact and ideal for storing the turbos on boost. It’s as comfy as GT-Rs have ever been, but it’s yet a bit of a toughie.

Update

If you’re extremely concerned about the car’s 2016 update relaxing things off too much, then an upgrade will get you the Track Edition, with advanced wheels and Nismo-tuned Bilstein suspension, while topping the range at a whisker is the full-bore GT-R Nismo. It’s over double as much as a base but it utilizes reliable GT3 racecar elements and we consider it can genuinely breathe with some of the supercars its cost is tapping on the door of.

If you’re a keen, expert driver who plays in acceptance of affection from like-minded souls, the RX7 could be just the choice. Costly to operate but jaw-droppingly gorgeous, the Mazda is not suggested for those who solely want a vehicle to seem good in. To cruise in an RX7 is to waste it. It’s best to try to obtain an honest UK model, utilize it as a second car, treat it to heaps of TLC and stretch its legs on a racetrack infrequently. If you know what you’re getting yourself into, get into one.

The Nissan GT-R somehow leads to strongly unite the convenience and comfort of convenience of the AWD Porsche 911 Turbo with the level of involvement you’d experience in a rear-wheel-drive Mercedes-AMG GT. And it’s more affordable than both. On the road, it’s just about the most durable car in real-world terms, which necessarily implies you’ll want to get it onto a track to endure it correctly. We couldn’t recommend either experience highly enough.