Porsche 911 Edges the Redesigned Chevrolet Corvette

In the world of high-performance cars, there are few models that exemplify the spirit of the genre like the Chevrolet Corvette and Porsche 911. In this fickle, ever-evolving category, the 911 has survived, even thrived, to celebrate its 50th anniversary this year. The venerable Corvette, despite its 61 years, still exudes the in-your-face attitude of youth.

Though both cars have evolved from very different roots, each has been recently redesigned and notably improved. They now go head-to-head in performance and charisma.

Long known for its panache and sheer brute force, the Corvette has been reborn for 2014 as a lighter, tighter, high-tech sports car. Previous  Vettes delivered quick acceleration, but handling wasn't up to that of the 911 and other European thoroughbreds. The new Corvette has narrowed the gap, with quick reflexes and flat cornering. Moreover, gone is the cheap interior of past Vettes, replaced with higher-quality materials and a more refined feel.

The rear-engined 911, on the other hand, has always been known for its agility and precise, tactile feel. Benefiting from a 2013 redesign, the current model delivers a near-ideal balance of performance and livability. With its immediate throttle and steering responses, the 911 is as at home on a twisty, two-lane road as on a demanding race track.

Which car is best? In our testing, both generated excellent and near-identical acceleration and braking results, in each case besting all other cars in our current ratings. The 911 still holds the edge in handling, however, as reflected in its higher maximum speed—59.5 mph vs. 57.5—in our accident-avoidance maneuver course. The Vette still feels more muscular than nimble.

The Porsche also has the edge in everyday livability, with better fuel economy, easier access, a nicer shifter, a slightly more comfortable ride, and lower noise levels. That said, neither car will be mistaken for a Lexus, in terms of plushness and quietness. The 911 is also available with all-wheel drive.

Where the Corvette succeeds hands down is in price. Our high-end Z51 3LT version cost $73,260, a relative bargain compared with the $110,630 for our lightly optioned 911. So which is better could come down to whether you're more interested in ultimate performance, measured in fine degrees, or in getting the most bang for the buck. That said, the new, less expensive BMW M235i is a viable competitor to either of these icons.

Despite their stellar test scores, we can't recommend either car. The redesigned Corvette is too new for us to have reliability data, and the 911's reliability has been below average.

The new Corvette is a bargain among high-performance cars, delivering ferocious acceleration, precise handling, and excellent braking for thousands of dollars less than competitors such as the Porsche 911 and Jaguar F-Type. And the driving experience can be fairly refined or wild, depending on your mood.

Punching the throttle is an eye-opener. The direct-injected 460-hp, 6.2-liter V8 helped it post a blistering 0-to-60-mph accel­eration time of 4.3 seconds. From a start, our Stingray shoots forward with seemingly boundless torque and a throaty bark.

This Vette also offers quick reflexes, flat cornering, fantastic brakes, and less of the old nose-heavy sensation of older models. But it's still a wide car that's ultimately more about power than grace, and the best place to explore its full potential is on a track.

With the driving-mode selector in "Touring," the Vette is a relatively refined cruiser. Ride comfort is tolerable, the steering is light enough for effortless parking, and the restrained exhaust sound lets you tool around without alienating the neighbors.

Dial the selector to "Track" and the steering tightens, the exhaust bellow becomes more intense, the engine steps up with rev matching for downshifts, and the stability control loosens its grip, allowing some sideways sliding while still keeping the car on its path. Stability control can be completely switched off, but if you do so you'd better keep your wits about you and have your insurance paid up; going solo without electronic aids can bite you with this car.

"Sport" is an in-between mode that we found suitable for everyday driving.

Braking performance is superb, with the car stopping from 60 mph in a mere 107 feet.

A major improvement in the redesign is the upgraded interior quality. You're treated to comfortable, supportive, and well-tailored seats. The MyLink touch-screen infotainment system lets you access the audio, phone, and navigation functions through simple controls. An optional head-up display can keep you abreast of vitals, such as engine rpm and the gear you're in. And, yes, the instrument panel can display the posted speed limit for the road you're driving on.

The easy-opening rear hatch reveals a modest cargo area that's sufficient for golf clubs or groceries. It's also easy to remove and store the roof panel for some open-air driving.

The Corvette's thrills come with a price, however. The shifter for the seven-speed man­ual transmission feels somewhat vague, and the clutch is heavy. When loafing along, you're forced into first-to-fourth gear shifts for fuel economy, which is annoying.

Near-acrobatic skills are required to get in and out of the low cabin. Visibility is lousy, especially when parking, although the standard backup camera helps. And on a long haul, the noise reverberating in the cargo area becomes exhausting.

Gripes aside, this is clearly the best Corvette ever, with a satisfying driving experience and an improved cabin.

Best version to get. Any Vette will deliver plenty of performance. If you have any high-performance-driving intentions, go for the Z51 version, with its larger wheels and tires, more capable brakes, and other upgrades.

Though the 911 has always been known for its potent acceleration and razor-sharp handling, our redesigned Carrera S is also quite driver-friendly and easy to live with on a daily basis. Its 400-hp, 3.8-liter six-cylinder engine, mated to a precise seven-­speed manual transmission, delivers lightning-quick acceleration. It sprinted from 0 to 60 mph in a brisk, grin-inducing 4.1 seconds, making it the quickest car we've tested in recent years.

Yet the power delivery is smooth, gradual, and effortless, with no sudden, head-­snapping burst when you punch the throt­tle. Every prod of the gas pedal brings an immediate, yet measured, forward thrust. The gear ratios are very well matched to the engine's power. Given the eye-opening performance, fuel economy is commendable at 23 mpg overall on premium fuel. If you spend much time in traffic, consider Porsche's PDK automatic transmission, which is one of the smoothest and most re­sponsive dual-clutch designs we've driven.

The 911's handling is superlative. It corners enthusiastically, with immediate turn-in response. It gobbles up twisty, bumpy roads at speed while remaining tied down and compliant. The new electric steering is well-weighted and provides decent feedback, although it feels somewhat artificial compared with the previous-generation model.

On the track, the 911 was super-grippy, yet docile and easy to control even at its high cornering limits. It aced our avoidance maneuver. We found the best way to extract performance on the track was by using the Sport Plus mode, which sharpens throttle response and loosens the reins of the stability control. It also adds timely rev matching on downshifts, which works very well.

Inside, you'll find excellent fit and finish. The upright seating position provides good visibility and makes the cabin a relatively comfortable place. Our car's partial-leather power seats were firm and super-supportive, as long as your torso isn't too broad.

The controls consist of a sea of buttons, which can be daunting at first, but they're manageable, and the touch screen is close by. Phone pairing is easy. But there are no steering-wheel controls on our 911.

Some inherent drawbacks can't be whitewashed, though. As sports cars go, the 911's ride is tolerable but certainly not plush. The rear-mounted flat-six engine sounds exhilarating, but its close proximity and constant thrum behind your head are omnipresent. Getting in and out of the snug seats won't be easy for everyone. The rear seat is handy in a pinch, but it's tiny. And then there's the price: Our lightly optioned Carrera S rang in at a sobering $110,630.

Still, as a sports car, the 911 is hard to top.

Best version to get. We'd be content with the Carrera S, with the 14-way power seats, a sunroof, and heated seats and steering wheel. But dealers tend to stock cars with a long list of options. The $1,850 Sport Chrono Package adds a nice analog dashboard stopwatch and different programming for the engine and stability-control system.