quarter mile!

what does a stock 350 run in the quarter mile?

what does a stock 350 run in the quarter mile?

I googled it, and according to ssmoparmuscle.com The 350 does it in 14.3. Keep in mind there are always variables like different drivers, different cars, density of the air due to temperature and humidity, etc, but low 14's is probably a good round area.

Yup thats what I heard also. 14.8-14.2 so just say 14 seconds -.- Im lazy

i have seen 14.4 all the way down to 13.7 bone stock !

ok, Drag racing...someone said that the new Dodge Neon STR-4 runs 14 seconds like the 350z. I mean 350z isnt your best choice to go drag racing, drifting with. 350z will be awsome in track racing but not drag or drift. Well I'm stupid enough to try drifting with my 350z, but Im having a very hard time. Anyways about the quarter mile, remeber 350z is a heavy car, its not light. I mean this car needs to shed some pounds. Some carbon fiber hoods, lighter seats, and some stero gutting would help. That is only if your like a serious drag racer or something like that. Since I need music while driving, Im thinking of purchasing the full carbon fiber body kit from www.carbon-creations.com.
but as always Im not sure. So remember weight, and also if your going to put major horsepower down with the 350z there isn't much room so thats going to be some major planning (for the company)and for that its going to be much more expensive then other cars. Many 350z owners have been talking about how if you just add a bigger turbo on the STR-4 then it would burn the 350z. That maybe true but come on, look how light the STR-4 is compared to the 350z. Of course its going to be better on the quarter mile, but lets see how well it handles on the track. Im just saying all this because when I talked to some of the 350z owners they kinda got annoyed and discouraged to go test their cars in the quarter mile track. zzzzzzzzzzzzz -.- Im just blabbing on and on =P

check out video 5, a good friend of mine in the turbo maxima was racing a bone stock 350z, the car was stock, and the driver was wearing rubber boots, and he nailed a 13.7. dont worry about a turbo, lol just go out and buy some rubber boots !

link: http://www.ceasarschariot.com/videos.html

Pretty nice man =) Not much into drag racing but that was pretty cool =)

nice car but for track, drag, street or strip.. its not the best choice. With the G35 your buying class/prestige + some power. Pretty much the same with the 350z.

If you are interested in great numbers for track, street, or drag for same amount of money you can get a Evo VIII. No other sports car stock for stock compares until you spend above 50k.

this is not my 2 cents.

review every comparison test from super street or any other car mag comparing an evo against any other car.

as for the evo VIII, i've got a video of an 03 350z with greddy twin turbo kit on it racing the evo from 3 different pulls, 1 from 40mph to 110, and 2 from 20 mph.... and on every one the 350z pulled on the evo... and it wasn't a stock evo either.

it's not hard to make cars fast, it's the same for any car, more air, more fuel, the right mixture of the 2, and you go faster, to a point that is...

true post. just takes money. but whoever that evo owner was made a mistake of only going from a roll. He loses his AWD benefit. I overall cost wise the evo is still going to win for the same spent money... greddy twin turbo kit on the 350? thats a good chunk of change. Most likely the evo had lil or basic mods so yes i would have bet on the 350, maybe even from a dead stop.

Overall though if you look at cost efficiancy for either of the new cars for performance the evo is easily the winner. The 350z is sexy and I love that exhaust note... but nissan overprices the car.
The closest in price 350z I can see on KBB is
350Z PERFORMANCE--V6 (3.5 Liter)

stock for stock the evo eats it up. Add a good 4k lets say to either and the evo will still out perform it. End discussion.

true, but i really don't like the looks of the evo... looks like just your regular average car... then again i don't really like the styling on any of mitsu's cars... i guess it just doesn't appeal to me. the Z however... the Z has poise, history, and is just downright sexy. it's hard to find the racing bread history in any car these days, aside from ferarri's and porsches and all the high end cars...

it should also be known that the Z was never made to be in all out race machine, it was created to be a gt touring car that's fun and easy to drive. in the earier years (240-280) it wasn't as evident, but once the 300zx's started rolling off the production lines with such ammedities as fine leather seats, very high quality interiors, and with the z32tt, a good kick in the ass when you floor it. i always like to say, if you want a drag car, buy some peesashit mustang, or drop a 13b turbo into one of those tiny ass oldschool mazda's... those are drag cars.... if you want a TRUE sports car, buy a Z.

true, but i really don't like the looks of the evo... looks like just your regular average car... then again i don't really like the styling on any of mitsu's cars... i guess it just doesn't appeal to me. the Z however... the Z has poise, history, and is just downright sexy. it's hard to find the racing bread history in any car these days, aside from ferarri's and porsches and all the high end cars...

it should also be known that the Z was never made to be in all out race machine, it was created to be a gt touring car that's fun and easy to drive. in the earier years (240-280) it wasn't as evident, but once the 300zx's started rolling off the production lines with such ammedities as fine leather seats, very high quality interiors, and with the z32tt, a good kick in the ass when you floor it. i always like to say, if you want a drag car, buy some peesashit mustang, or drop a 13b turbo into one of those tiny ass oldschool mazda's... those are drag cars.... if you want a TRUE sports car, buy a Z.

I agree with the looks statement. But your "TRUE" sports car comment... read every comparison review or time sheet on either car and you will see the evo straight outperforms the Z.

I would take it that by a true sports car you mean something that goes fast, handles well, and can compete agaisnt certain other 'named' sports cars?

Sport Compact Car-Sept 2003. Car comparison of: Porsche 911 Carrera 4S, an Audi S4, a BMW M3, and a Evo.

Road and Track-Long Term Test July 2004 Details several cars and some road tests... they talk about the Z and how they like it and its a good driving car. Then they talk about the evo and how they beat the hell out of it in Alaska in a rally and they loved it.

Road and Track-May 2004 Speed edition with Evo featured..

ahh. found full article.. next post. long

Here is the link:
http://www.sportcompactcarweb.com/features/0309scc_evogermany/

Good comparison test. I am not sure what your definition of a "TRUE sports car" is... but I believe the following cars are a good all around example. Missing would be a vette or a similiar rwd v8 but this test is taking into consideration more than 60ft and 1/4 miles times. If you review the numbers you'll notice it looks like they were on a bad track or something as the numbers for all the cars to not reflect manf specs stock. But as they are all testing on the same surface at the same time it gives you a good overall comparision.

When you can show me equivalant for the Z and how it should be considered more of a "true" sports car than the evo I will stfu.



EVO vs. Germany
Can Mitsubishi's $30,000 wondercar beat Germany's top dogs?

By Josh Jacquot
Photography: Josh Jacquot, Les Bidrawn

Big dollars and high velocity have a long history of coexistence. Enthusiasts rarely have one without the other. Which means that, until recently, the thought of besting Germany's automotive titans with a U.S.-market Japanese sedan was laughable. That was before the EVO VIII and the Subaru WRX STi went on sale here.

After the EVO narrowly edged out the STi in the July issue and became the official king of Japanese performance in America, we still weren't certain if the Mitsu could take on the icons of big-buck German performance. Is the EVO able to out-handle a BMW M3? Can it outbrake an Audi S4? Is it faster than the mighty Porsche Carrera 4S?


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Sit tight, we're about to tell you.
The Mission
Before we start, we want to get something straight. This is a performance magazine and we evaluate cars for their speed and value. We're not going to evaluate how solidly the doors close on the M3 or how easy it is to get in and out of the S4. We also couldn't care less about image or prestige. If you want street cred with your golfing pals, go buy the Porsche. We don't play golf. We drive fast. All we want to know is which is the better driver's car.

Cost
On paper, the EVO is as quick as any car in this test, yet it costs $16,663 less than the S4, which is the next least-expensive car here. That's about the equivalent of a new MINI Cooper or an SVT Focus. And the Germans only get more expensive from there. The M3 costs $47,195. And the Porsche comes in at a pocketbook-crushing $81,800.

The Cars
Premium brands from Germany combine luxury with their performance in a way the Japanese have yet to sort out. In Germany, going fast comfortably seems to be as important as going fast at all. Unfortunately, this emphasis on luxury comes at a hefty cost. Nowhere is this more evident than in the little S4's 3,660-pound curb weight.

Audi counters the weight with a serious engine and suspension. The S4's 4.2-liter aluminum V8 packs 344 hp and 410 lb-ft of torque. Jamming that much engine under a hood the size of the S4's is as much an act of engineering determination as engineering efficiency. Power is fed through Audi's Quattro all-wheel-drive system, which puts power to all four wheels via a six-speed manual transmission and Torsen center differential.

Audi has also blessed the S4 with aluminum suspension components, 18-inch alloy wheels and 235/40-18Continental SportContact2 tires.

BMW's M3 is the long-time yardstick for rear-wheel-drive performance coupes. With 333 hp and 262 lb-ft of torque from its 3.2-liter straight six, it's hard to argue with the numbers.

However, being the only two-wheel-drive car in the test, one would think it would also be the lightest. It's not. BMW claims the M3 weighs 3,415 pounds--more than 150 pounds heavier than the EVO.

Still, the M3 combines the classic front-engine, rear-drive dynamics which are deep-rooted in the hearts of many performance enthusiasts. It gets the job done with conventional struts up front and a multilink configuration out back. A viscous limited-slip differential ensures it stays true to its rear-drive configuration with both rear tires smoking.

Porsche's 911 Carrera 4S is the holy grail of German performance cars. Sure, it lacks the turbo's 415 hp, but packs most of its aggressive bodywork and a healthy 315-hp normally aspirated 3.6-liter flat six. It puts power down through a six-speed transmission and viscous coupling, which sends as much as 40 percent of the engine's torque to the front wheels. And, at 3,240 lbs., it's the lightest car in the test.

Underneath, the 911's suspension is more traditional than its drivetrain--at least out front where it still uses MacPherson struts. In the rear, there's a multilink configuration. Bringing the 911 to a halt are the most serious brakes in this test. In front, there are four-piston calipers wrapped around 13-inch rotors. Out back reside four-piston calipers and another set of 13-inch rotors.

In case you've forgotten, the EVO packs serious hardware as well--271 hp and 273 lb-ft of torque from its turbocharged, intercooled 2.0-liter four. Its all-wheel-drive system uses limited-slip differentials in the center and rear. Plus, it has an all-aluminum suspension using MacPherson struts in front and a multilink arrangement in the rear. Four-piston Brembo calipers clamp 12.65-inch rotors in the front while two-piston calipers stop 11.8-inch rotors out back. In other words, the EVO isn't unprepared. It's just less expensive.

The Road
This is where all real road tests should be decided. Sure, the track provides huge freedoms to slide and drift and it encourages automotive hooliganism, which inevitably yields valuable dynamic feedback about every car. But it's not where most owners drive most of the time and it's not filled with real-world obstacles.

Our route for this test took place on a variety of the most demanding roads anywhere. Our path took us down 100-mph twisting descents and over 7,000-foot mountain passes. It fed us through rolling hills on tarmac covered with a dusting of sand and then on to perfectly smooth ribbons of asphalt for hundreds of miles. It was fast and sweeping combined with slow and unforgiving. Brake pedals softened. Rubber burned.

And, almost immediately, two cars stood out. Both the C4S and the EVO shine in all conditions. At triple digits, both are as stable as Gibraltar and initial impressions say that neither really has an edge to look out for. The Porsche, however, is different. Its dynamics aren't like anything this staff has driven hard before.

With a significant rear weight bias, it takes time to build confidence. After an hour or so, everything starts to come together and the C4 really starts to shine. Steering is heavy and ridiculously exacting. Every millimeter of input translates into directional change. As confidence builds, power is put down sooner and sooner, yet understeer remains at bay. Sliding the car is almost out of the question on the street. With 295 section width rubber out back, stepping the rear out under braking is as pointless as it isintimidating. This car is stuck and it is fast.

And the brakes. They're the same. Always. They never soften. Response is consistent over every road at any speed. Porsche has done its homework; the C4 is the only car in the group that didn't suffer from a soft pedal at some point during this test, which included more than 500 road miles and two days at racetracks. These brakes are the embodiment of overengineering.

Back to the hard driving.

The C4 gets faster with every second behind the wheel. The engine, although not overwhelming at first, proves more than adequate. Porsche has done a remarkable job isolating the big 3.6's growl from its passengers. From outside, it sounds downright pissed and overly mechanical. Inside, even at speed, the driver is aware of the engine note only under hard acceleration, where a glorious intake wail fills the interior. There's little wasted energy. Every bit of power goes straight to the ground. And it's deceptively quick. Before long, the Porsche's refinement and precision add up to a comfortable and blindingly fast combination.

Part of the Porsche's secret is control feel. The perfect brakes and steering complement a shifter that, although a bit balky at commuting speeds, comes together in hard driving. The only glitch is the throttle. Porsche's E-throttle doesn't get along with left-foot brakers. It allows a few seconds of brake/throttle overlap before cutting power. Then it kills the fun and turns a quick corner exit into instant slop. Still, once we adjust to its electronic trickery, it proves among the most capable road cars we've ever driven.

More telling is the distance between the Porsche, the M3 and the S4 when any driver climbs from behind the wheel. Is it the quickest car in the group over these roads? Perhaps. Is it the most fun? We'll see.

So it's into the EVO for the next hundred miles. It feels immediately like an old friend on these roads in all its frenetic, quick-steering, hard-braking glory. Not having the Porsche's electronics slapping our throttle foot at every bend is refreshing. And the EVO is every bit as sharp, if not as polished. Its gearshift slots instinctively between cogs, and confidence has never been higher in any road car. Midcorner bumps and road debris matter less in this car than in any other in the group. Anything short of a road crater can be driven through with confidence.

Overwhelming composure are the best words to describe the EVO. It's as fast as any of the Teutons, but more confidence inspiring. It never catches us off guard while chasing the Porsche down smooth roads. And when the tarmac gets rough or slick, any driver here will take an EVO.

And the EVO is honest. There's nothing between the driver and the controls. The ABS is invisible unless something goes drastically wrong. There's no E-throttle. No sport mode. No bullshit in the way. You point, it goes.

No Questions Asked.
After the grip and composure of all-wheel drive it takes a bit to warm to the Ultimate Driving Machine on this inconsistent surface. I go easy. The Porsche and EVO are chomping at the bit behind me. Still, even here, the M3 speaks a language every enthusiast understands. It's a fundamentally balanced car and it's easily the most involving of the Germans. It tells a driver who's willing to listen exactly how much throttle is needed to hang the rear end out of every corner. Or how much restraint is necessary to simply go quickly.

Balancing steering and throttle inputs are the keys to giving a rear-drive car corner exit speed, and the M3 is the keymaster. Listen to what it says and you'll have as much if not more fun when the surface is clean, dry and smooth. But that's just the problem. The surface isn't always perfect and neither is the driver. The extra confidence provided by the all-wheel-drive cars in this test put the M3 at a disadvantage. With the engine set in sport mode and the traction control off, the M3 will put up a fight with any car in this group for awhile. And its driver might even have more fun. It's brilliant. It just isn't quite as quick.

The S4 has an incredible engine, superb steering weight, a wonderful short-throw shifter and the best seats in the group for hard driving. But it's a bit out of place here. Audi has gotten so busy making it so luxurious (i.e. heavy) that performance suffers. It's stink fast and makes all the right sounds, but when pushed, it comes apart sooner than the others. After an angry descent from the 7,000-foot pass, the S4's brakes sent smoke signals to the gods of thermal energy asking for relief. They still worked but it took some time before pedal feel returned to normal.

Before the meltdown, the S4 was fun. Massive torque at nearly any engine speed in any gear makes any car fun to drive, and when that torque is going to the ground through four 235 section width Continental SportContacts, the result is impressive. The Audi was composed up to about eight tenths and then it was simply off the pace. Going faster meant taking unnecessary risks. And its structure started to protest as well. The doors creaked and groaned when the road became uneven. Damping and ride are well suited to moderate performance driving, but these roads and this pace don't suit the S4. The S4, it turns out, is the best car for the family-hauling enthusiast. It will double as a driving machine when asked. Just don't ask too often or drive too hard.

Road Course
The Streets of Willow Springs road course provided the requisite lapping backdrop. Three point six nine seconds covered the field with the Porsche leading by 1.12 seconds over the EVO. Most of this margin can be attributed to the Porsche's huge grip, rather than any power advantage. With higher midcorner speed and marginally better brakes, driving the 911 quickly is easier on the track than on the street.

As usual, the EVO was stable and easy to drive around the Streets. Managing understeer at corner exit was the key to quick lap times, but reeling in the Porsche seemed out of the question. Still, it was 0.67 seconds quicker than the absolutely brilliant M3.

We say brilliant because the M3 is perhaps the most rewarding track car of the bunch. With dynamic fundamentals that are simply as good as any road car in the world, the M3 is a joy on a racetrack. Easy to place, quick to stop, amazingly balanced. It is what a rear-drive sports car should be. And it's considerably faster than the S4.

Ah, the S4. Still showing its weight, with faded brakes and a hot engine in just four laps. And it's best time was the slowest of the day, 1.9 seconds slower than the M3.

Acceleration
As expected, the best times in the all-wheel-drive EVO, S4 and C4S were achieved with high revs and painful clutch slip. On the other hand, the M3 required a bit of finesse with the throttle and clutch. All runs were made with the M3's Sport mode activated and all electronic watchdogs (i.e. traction control) turned off.

At the end of the day, the Porsche and M3 tied for the top position, both putting down 13.6-second runs at 103.4 and 104 mph, respectively. The Audi laid down a 13.8-second run at 100.6 mph while the EVO was slowest with a 14.0-second run at 97.7 mph. Obviously, this pass was considerably slower than the EVO's usual 13.4-second pace at 103 mph (see data, page 58), which would've put it ahead of all three Germans.

The problem was two-fold: First, the EVO we used in this test is the same car we've run through two previous instrumented tests and its clutch wasn't up to the task. Second, it was hot. The day's temperature ranged between 89 and 93 degrees during instrumented testing and the EVO simply isn't as quick in the heat as the normally aspirated cars in this test. We suspect even a good clutch wouldn't put the EVO on pace with the quickest Germans in these conditions, but it would certainly be a much closer race.

We also performed roll-on testing to illustrate the advantages of normally aspirated power delivery. We measured each car's accereration from 5 mph roll to 60 mph and 5 mph to 100 mph. The telling results are in a data chart on pages 54 and 56.

Handling and braking
The EVO's handling numbers also suffered in the heat, but it still held its own. Through the slalom, it was easily the fastest of the group, posting a 72.3-mph pass to the Porsche's 69.2 mph run. The M3 was right on the 911's heels at 69.0 mph while the Audi split the cones at 68.0 mph.

Around the skidpad, the 911 eked into the lead at .94g to the EVO's .93g. The M3 circled at .91g while the S4 managed only .88g.

Braking was also very close with all four cars stopping from 60 mph within 8 feet of each other. The M3 stopped shortest at 110 feet, followed by the 911 (112 ft.), the EVO (113 ft.) and the S4 (118 ft.).

Conclusion
Over fast backroads it's a driver's contest between the 911, M3 and EVO. Both the 911 and EVO are surefooted, precise tools for disecting two-lane driver's roads. And what the M3 lacks in all-wheel-drive confidence and outright grip, it makes up in pure driving reward. It's more fun than any car here on the right road even if it's not the fastest.

Given the over-the-road driving character, lap times, price and tuning potential (see sidebar page 66), it's hard to pick anything but the EVO as the winner of this contest. Giving up some straight-line performance (on a very hot day) to the Germans means little when you consider the EVO was on pace or leading the pack in all the other excercises, and it costs 35 to 65 percent less than the German cars. We'll give up some street cred any day for that kind of performance.

By every measure it appears that the days of spending more to go fast are over.

The Dyno:
What Happened?

Dyno testing all-wheel-drive cars isn't easy. Hell, for that matter, dyno testing an M3 isn't easy. We ran into numerous problems during the course of this test, which prevented our usual dyno numbers from being included in the final results. First, our attempts to dyno the 911 resulted in a very angry viscous coupling. The front and rear rollers on HKS' all-wheel-drive Dynojet are different sizes and weights, which forced the Porsche's viscous coupling to work overtime trying to equalize the speed difference between the front and rear wheels. We gave up when the 911 began to protest on the first pull.

The M3, despite being two-wheel drive, is also remarkably dyno proof. Its electro-trickery requires the front and rear wheels to be moving at the same speed or it won't allow maximum Engine speed. The Engine simply stops revving at 6500 rpm on the dyno. The problem persisted even with the wheel speed sensors disabled. With half the field unable to complete the dyno test, we scrapped the idea altogether.


Estimated price Quarter Mile 60 ft. 0-30 mph 0-60 mph 5-60 mph 5-100 mph 30-50 mph 50-70 mph
Stock EVO $28,987 14.0 sec. @ 97.7 mph 2.3 sec. 2.0 sec. 5.9 sec. 7.2 sec. 16.0 sec. 3.2 sec. 3.2 sec.
Vishnu EVO $34,000 13.1 sec. @ 105.9 mph 2.1 sec. 1.7 sec. 4.7 sec. 6.4 sec. 14.4 sec. 2.1 sec. 2.6 sec.
BMW M3 $47,195 13.6 sec. @104 mph 2.5 sec. 2.3 sec. 5.4 sec 5.2 sec. 12.6 sec. 1.9 sec. 2.7 sec.
Porsche 911 C4S $81,800 13.6 sec. @ 103.4 mph 2.5 sec. 2.2 sec. 5.5 sec. 5.5 sec. 12.4 sec. 2.2 sec. 2.5 sec.
Audi S4 $45,650 13.8 sec @ 100.6 mph 2.3 sec. 1.9 sec. 5.6 sec 5.8 sec. 14.2 sec. 2.4 sec. 3.0 sec

Allright, sure, i'll admit that the evo is faster than the 350... but speed isn't everything... for me..(now i don't know about everyone else, but i think most will agree).. looking good is a big part of owning a performance car. as much fun as it is driving around smoking v8's in something that looks like your grandma's car, that only goes so far.

now the definition, i've heard, of a 'true' sports car is one that's a mid engine, rear wheel drive car. eg. porche, nsx, even the mr2. it seems that those cars are a dying breed, and the definition seems to be changing more and more every day. for me, a real sports car is one that goes fast, performs well, and looks good.

http://www.reportmotori.it/Nissan%20350Z%20-%20Frontale800.jpg

http://www.motorweb.no/artikler/tester/mitsubishi/2005_01_10_evo/2005_01_10_evo_02.jpg


now i don't know about you, because you own a lancer, but i'd say most people would agree with me that its looks are far from special... now i'm not calling it ugly, because everyone has their own opinion, i'm just saying that they could have done a much better job styling it.

when it comes to the 350z however, you can't help but love those sleek flowing lines... but hey, i'm super bias, so who cares what i say :p

Ok...guys...350z and Evo can't really be compared if you want to say a true sports car. Evo is bred from dirt. the Z cars came from road tracks. Im not saying Evo doesn't kick butt in road tracks, but most of the tests for the Evos were done on dirt roads. I read this while Mitsu was in development of the Evo. that More testing was done on dirt roads than on tracks. Evo is more of a rally cars, hence the four wheel drive and the potato turbo. Its rival Subaru WRX also kick ass for rallys. The 350z on the other hand is more like a track car then a rally course car. In my thoughts, there are different cars for different kinds of racing. for example, I believe that a honda civic hatchback can be turned into a killer drag car, also with the supra twin turbo. For rally cars I believe that the Subaru WRX and Mitsu EVO is the best choice. I really don't know why a tiburon is running in a rally but o well at least its not doing too bad. and finally for a road track course, I believe cars like Rx-7, Miata, 350z, and NSX is the best choice.

Before I bought my 350z, I test drove the Evo, and it really didn't suit me. How it looked, for one thing and I really didn't feel the turbo kick in. I also test drove the WRX and it also didn't have the rush that I was looking for. I mean, I drove turbo cars before and I loved to see that boost gauge go up and when I release the gas peddal to shift I hear the blow off valve. but the two cars were lacking something. When I test drove the 350z, I felt something different. When I first put it in gear and started moving, really fast, I felt this rush of excitment that I havn't felt in a long time. It was seriously awsome. That any many other reasons made me take the 350z over the five cars that I test drove. All I can say is, if you guys never drove the car that your talking about before, you really can't say you know much about the car -.-

Just my thoughts

good last 2 posts from the Z guys. I own a evo and will agree the 350z is better looking... by alot :)
But I didnt buy the Z cause I wanted performance more than looks.
Still have to appreciate that nice exhaust note though. :)

The Evo is also great, but in my mind, I just thought hmm...well this car is NA, and the Evo is already turbocharged, and is making about the same horsepower. But I couldn't get the fact that the 350z was still an NA car and was making a lot of horsepower. =D If I find the perfect turbocharger for my 350z then its getting a stronger lungs and everything. The four wheel drive just isn't for me, and besides I'm currently a kinda still a beginner drifter. been practicing for about 2 years now =) RWD is the one that I feel most comfortable with. and besides I know how to work on RWDs, I kinda afraid to touch AWD cars since its something that im not comfortable with =D

14.1 here

Ok...guys...350z and Evo can't really be compared if you want to say a true sports car. Evo is bred from dirt. the Z cars came from road tracks. Im not saying Evo doesn't kick butt in road tracks, but most of the tests for the Evos were done on dirt roads. I read this while Mitsu was in development of the Evo. that More testing was done on dirt roads than on tracks. Evo is more of a rally cars, hence the four wheel drive and the potato turbo. Its rival Subaru WRX also kick ass for rallys. The 350z on the other hand is more like a track car then a rally course car. In my thoughts, there are different cars for different kinds of racing. for example, I believe that a honda civic hatchback can be turned into a killer drag car, also with the supra twin turbo. For rally cars I believe that the Subaru WRX and Mitsu EVO is the best choice. I really don't know why a tiburon is running in a rally but o well at least its not doing too bad. and finally for a road track course, I believe cars like Rx-7, Miata, 350z, and NSX is the best choice.

Before I bought my 350z, I test drove the Evo, and it really didn't suit me. How it looked, for one thing and I really didn't feel the turbo kick in. I also test drove the WRX and it also didn't have the rush that I was looking for. I mean, I drove turbo cars before and I loved to see that boost gauge go up and when I release the gas peddal to shift I hear the blow off valve. but the two cars were lacking something. When I test drove the 350z, I felt something different. When I first put it in gear and started moving, really fast, I felt this rush of excitment that I havn't felt in a long time. It was seriously awsome. That any many other reasons made me take the 350z over the five cars that I test drove. All I can say is, if you guys never drove the car that your talking about before, you really can't say you know much about the car -.-

Just my thoughts

Amen to that. there is no such thing as a perfect Car. Every car has a down side to it. You just have to find what suits you the best.

one of my friends has a 350 with a borla exhaust and some bolt ons and is running 13.2 on race gas..