CLOSER THAN EVER

SMALL STEPS AND RADICAL RETHINKS PUT CORVETTE AND 911 ON EQUAL FOOTING

- SCOTT EVANS

Last corner. Hairpin, zero camber. Be patient with the throttle, or it’ll just push. Start to unwind the wheel, roll hard into the throttle. Let all that weight out back dig in and put the power down hard. Front straight, lap Vmax will be the instant before you brake. Keep your foot in it, keep your nerve. A little farther, a little farther, now maximum brake. Too far, too late. Not slowing fast enough, briefly fixate on the weeds you’re destined to meet. This isn’t going to end well.

No, knock that off. Look where you want to go, turn but don’t lift, hope ABS does its job and lets you brake and steer at the same time—or else. Like magic, it’s turning! However, new problem, the rear end is coming around, fast. Countersteer before the engine passes the driver … What car is this?

A year ago, there’d be no doubt. It’s an ass-engined Porsche we’d be talking about. Then Chevrolet went and did the thing we’ve been saying it could and should for 60 some-odd years: It put the engine behind the driver. The mid-engine Corvette is real, and I’m driving it. Or am I driving the new 992 Porsche 911? They’re the same shade of red and have nearly identical performance. They even have similar rear weight biases. And that’sjust to start. One thing that still remains entirely separate: their prices.

Nearly everything about the 2020 Chevrolet Corvette Z51 and 2020 Porsche 911 Carrera S is effectively equal—on paper. The Corvette is 3.9 inches longer, 3.2 inches wider, and 2.2 inches lower, but you’d barely notice with the two parked next to each other. Their side profiles are nearly identical; the roofline, front fenders, and A-line (the primary character line connecting the front and rear fenders below the windows) are almost carbon copies.