It's the USA vs. the World In a High-Speed Supercar Shootout!

Motor Trend

3 days ago

[Editor's Note: This story first appeared in the November 2000 issue of MotorTrend] The high-speed oval at Ford's top-secret Desert Proving Grounds is the type of mouth-watering track purpose-made for a Motor Trend performance shootout: five miles of perfectly manicured, high-grip asphalt. Steep 31 degree banking. Delicious 135-mph neutral-speed (hands off the wheel) corners. 24-hour support from the helpful staff. Awesome tools. Cheap gas. An on-site cafeteria with '50s prices. Real restrooms. Even outside air conditioning!
Could it possibly get any better?
0:00 / 0:00
Assemble nine of the fastest, most powerful, cars on earth. Pack in the racing suits, helmets, radar detectors, and credit cards, Arrange for a brand-new 37-ft Fleetwood Discovery luxury motorhome to be delivered with a week's worth of road-trip supplies. Then drive 'em like a bunch of 16 year-olds all the way from L.A. to the high-security gates just outside Kingman, Arizona—300 miles of sheer open-road two-lane-passing desert-blasting ecstasy.
Then, it was time to go really fast.
The collective 3500-plus hp was itching to burn the rubber off of 36 high-priced tires, so who are we to say no? But this test is more than just who has the biggest horsepower numbers. It's an automotive decathlon of sorts: a series of tests to determine which car has the best combination of power, speed, handling, braking, overall alacrity, and flatout reliability. (That last part is no easy feat, given our long days of testing during the hottest part of summer.
So, who's your favorite in this testosterone-laden USA versus the world shootout? Hang on and see how (and we) fared.
USA vs. The World: The Horsepower Wars
Any street racer knows the drill: First you see a car you think you can beat. You get close enough to size him up, then you ask what he's running. Maybe even peek under his hood. After he does the same to you, you hit the pavement. Then, it's up to you and your car; within seconds the truth's out there for the world to see.
The same holds true for this USA versus the World test. Only in this case it's nine car companies (not just nine car-punks in a parking lot) doing the beforehand bragging. So let's get to it.
The smallest domestic engine in this test was the second most powerful overall: that's 4.0L with 450 hp! Thanks to a Vortech centrifugal supercharger with intercooler, the Shelby Series 1's Olds Aurora-based DOHC V-8 increased its output from 320 to an estimated 450 hp and from 290 to about 400 lb-ft of tire-melting torque. And it packs an exhaust sound right out of 1965.
The Corvette Z06 and Pontiac Firehawk share much of engine basics in the design of their respective 5.7L OHV V-8s. The Firehawk's is essentially the same LS1 motor as in the standard Vette, minus some exhaust goodies but plus a cold air intake. It cranks out 335 willing hp and a stout 345 lb-ft of torque. The Z06 takes things to the extreme, with a special version called LS6. This powerhouse features a revised valvetrain, tougher pistons, a higher compression ratio, a hotter cam and even titanium exhaust components. The result is 35 hp more than the standard Vette, bringing the total to 385 hp at 6000 rpm, accompanied by a wideopen-throttle battle cry that's wicked.
Taking the USA engine design philosophy of 'big cubes' and combining it with the Euro-think of 'lots of cams and valves,' the Ford SVT Cobra R delivers 5.4 L of DOHC 32-valve muscle. This is the big-brother version of the 4.6L in the Mangusta, but its personality is so much more thunderously aggressive it feels like Hulk Hogan next to Dom DeLuise. Inside Carillo billet rods and forged pistons stride a forged steel crank, along with more aggressive cams, bigger valves, and a special highflow intake manifold. All this breathes out of a very lowrestriction Borla exhaust that sounds like the starting grid at Daytona. Bow to its 385 hp at 6250 rpm and 376 lb-ft at 4250 revs.
Then there's Viper. 8.0L of old-school cubes. Ten cylinders. A measly two valves per cylinder. An in-block camshaft. And a humongous 460 hp at 5200 rpm and 500 lb-ft of torque at 3700. Nuff said.
The Euro carmakers create power in a wide variety of ways. Ferrari's engineers and stylists know a Ferrari engine is as much art as it is technology, and the 360's engine-under-glass design is a tribute to both factions. Fire up the tiny 3.6L V-8 (it's less than half the displacement of the Viper's V-10) and revel in one of the greatest sounding intake/exhaust concertos on earth. With 395 hp at 8500, thanks to 40 valves, magical airflow and engine management tricks, this is one wailing machine. Low-end torque isn't its strong suit (only 275 lb-ft at 4750 rpm) but any owner who lugs this car around in too high a gear doesn't deserve to drive it.
The other European V-8 in this test belongs to BMW. It's the same 5.0L DOHC wunderscreamer used in the M5, only now in a lightweight two-seat car. Variable valve timing and a beautifully balanced reciprocating assembly help produce 394 hp at 6600 rpm, 368 lb-ft of torque, and a wholly American exhaust sound that's so muscularly un-German it's scary.
Lift the hood on the Qvale Mangusta and you'll be gazing at eight cylinders of all-American motivation. Yeah, aside from the Qvale insignia, it's a Mustang Cobra engine, all 4.6L and 320 hp of it. At only 281 cu in., this engine isn't big on low-rpm torque. Twist the tach needle far to the right, however, and this mill performs, delivering 320 ponies at 6000 rpm and 314 lb-ft of torque at 4800 revs.
Porsche often takes a different approach to engineering, and the rear-engine 911 Turbo is certainly that. And its twin-turbo/intercooled 8.6L DOHC flat-six still a heavyweight's punch: 415 hp at 6000 rpm and 415 lb/ft of torque at a meager 2700 revs means this motor's ready to flatten your spleen with accelerative g-force anytime you want.
So, which one's your favorite going into this high stakes game? —C. Van Tune
BMW Z8: Italian Soul, American Muscle
German performance cars have a certain something in their DNA that exudes from every square inch. It's a special kind of solidity of purpose, of gestalt that no other country's carmakers can seem to capture: ripped and powerful as an Olympic athlete, yet as understated as a steelyeyed investment banker.
On the other end of the scale, Italian sports cars are all sleek lines, raging hormones, lusty screams, and raw emotions: redheaded tempests that love to play.
Somewhere in the middle is the American musclecar: big-cube V-8, loud exhaust, smoking tires, and stupidly fun to drive. Now, imagine a car with the best qualities of each of these three vastly differing backgrounds. That car is the BMW Z8.
On paper, the Z8 may look like a steroid-injected Z3, but it's nothing of the sort. The artistic body lines elicit a hint of retro-Italian ancestry, but it's inside where this BMW smacks of an early '60s carrozzeria. From the banjo-spoke steering wheel to the off-line center gauge pod, and from the sun-glaring black dash panels to the quirky ergonomics, it's eminently obvious that, for the first time with any German car in decades, function follows form at a considerable distance.
I had quite a long 'this annoys me' list going after 10 minutes of sitting behind the wheel. Then I started the engine. One powerful rap of the 5.0L/394-hp DOHC V-8 and none of that seemed to matter anymore. I switched off the Dynamic Stability Control (cleverly hidden from conventional searching paths beneath the radio cover), peeled rubber through the first three gears, and promptly tossed the list out the window. That's what the Z8 is about. Interestingly, it reminds me most of an Iso Grifo: sexy '60s Italian bodywork stuffed with a thumpin' Corvette V-8. The car I dreamed about when I was 10 years old.
Our test numbers speak volumes about this car's prowess, but we've concluded that no one should care a whit that the Z8 has a big trunk, great ride quality, and ample room for six-footers, yet contains no damn cupholders. This is one German car all about the power, the style, and (dare I say it?) the emotion.
Only 400 Z8s will come to the States this year. Each could (will?) be instantly sol at a hefty premium above its $128,000 pricetag. —C. Van Tune
Pros Luscious styling
Silken muscle power
Movie-star exclusivity Cons Non-Germanic ergonomics
Ferrari 360 Modena: Elegantly Flamboyant And Way Fast
It's difficult not to be overwhelmed by Ferrari's $141,525 Modena. In spite of its alluring looks, great moves, high technology, and marque history steeped in legend and lore, its primary calling card is 400 hp (actually 395, but close enough) at the most blood-curdling 8500 rpm you'll ever hear from a street-legal car.
New from the ground up this year, the 360 Modena employs aluminum alloys just about everywhere you look. Its lightweight space frame is cast, stamped, extruded, and forged entirely of the stuff. Ditto the 3.6L DOHC 5-valves per cylinder (cinquevalvole) V-8, and six-speed transaxle. Upper and lower arms and uprights? Aluminum. Most of the curvaceous coachwork? Same. Even the center console, lower door panels, foot pedals, and dashboard trim? You guessed it.
You'd expect the 360 Modena to perform well as an exotic sports car. And it does. But it's a surprisingly good gran-turismo, too. It's got more than adequate leg/ head/shoulder/foot room, especially for a midengine car. The front trunk is large and deep; more luggage fits behind the seats. The entire cabin is wrapped in leather, stitched as only Italians can. Electronically adjustable shock absorbers allow you to dial up Highway or Sport mode. Ride quality is superb, and the cockpit's even quiet—as long as you stay off the throttle. Overheating and other temperaments were non-existent, given the 110°- plus heat. All our temp and oil gauges never wavered and the A/C blew so cold we had to turn it down.
Our staff was split on the F1 'paddle-shifter' transmission option. It shifts faster than the floorbox and delivers the most amazing, perfectly rev-matched downshifts you can imagine. But it's still a bit jerky on part throttle upshifts, and some of us still relish snicking a genuine shifter through that classic, milled aluminum shiftgate.
Biggest gripe? That our names are not on the 360 Modena buyers waiting list. —Matt Stone
Pros Superlative performance
Supermodel looks
Super heritage Cons Costs more than we've got
Chevrolet Corvette Z06: This C5's Been to the Gym
Not that a car that can run 0-60 mph in only 4.7 sec in stock form needs help, but the engineers at Chevrolet wanted to improve the already worldclass performance of the fifthgeneration (C5) Corvette by putting it on a diet and giving it more muscle—in effect, a serious workout plan. The result: the awesome Z06 Corvette. The important stats: It replaces the 'Hardtop' designation in the lineup for '01, and only this body style will be available in Z06 form, for now. It packs 40 more hp and is 103 lb lighter than the car it replaces.
In the belly of the Z06 sits a newly designed motor, the LS6. In 1971, Chevy shoehorned a 454-cube/425-hp big-block monster under the Corvette's hood and called it the LS6. That was then. Today's 346-cube/385-hp LS6 is a version of the 97-2000 LS1 small-block. With a modified block casting to alleviate crankcase pressures, new intake manifold for more airflow, more aggressive cam with increased duration and lift to allow increased breathing, higher compression (10.0:1 becomes 10.5:1), stronger valve springs to accommodate the higher redline (6000 rpm becomes 6500), and larger fuel injectors, the LS6's volumetric efficiency is more than 12 percent improved over the LS1- equipped Hardtop (68.0 hp/L versus 60.5 hp/L). More importantly, combined with the weight loss, the power-weight ratio is now 8.09 lb/hp versus the 9.32 of previous Cds.
Part of the Z06's diet was concerned with unsprung and rotational weight. Top of the list, wheels and tires were lightened by almost 6 Ib each (no more 'runflat' tires). Even the windshield and rear glass were thinned down to reduce weight. One of the trickiest bits of lightning is a cat-back titanium exhaust system (including the mufflers) that shave another 17.6 lb.
All told, this Z06 Corvette not only lives up to its Z06 heritage (the first was also a lightweight race-inspired Vette, back in '63), but also certifies Chevy's own billing as the 'quickest, best handling Corvette ever." —Chris Walton
Pros Great performance/dollar ratio
Subtle Z06 option package
Best A/C of the bunch Cons Subtle Z06 option package
Shelby Series 1 Supercharged: Carroll Puts the Pressure On His Lust Worthy Asp-Kicker
From the instant the engine lights, you know you're in for a synapse-sizzling ride. The wicked, rumbling rasp injects a squadron of butterflies into your stomach and raises goosebumps on your nether bits. Your anticipation is justified: Carroll Shelby has upped the ante on his normally aspirated Shelby Series 1 roadster, and plans soon to offer a dealer installed intercooled Vortec centrifugal supercharger system that includes specific cams, a larger throttle body, and recalibrated engine-management software. Motor Trend got first crack at trying his just completed development prototype.
Blast through the closely spaced gears with your right foot planted, and it feels for all the world like there's way more than 4.0L under the Shelby's hood. No peaks. No valleys. Just one awesome plateau of power that stretches from horizon to horizon. Still in rough developmental trim—and sniffing a bit of octane booster—when we drove it, the supercharged Shelby takes the dyno curve of the Oldsmobile Aurora-derived powerplant and puts it on stilts. Horsepower jumps from 320 to an estimated 450, and torque swells from 290 to about 400 lb-ft.
But the blown Series 1 isn't just for straightline glory dashes; its monumentally ridged tubular aluminum chassis has a high level of at-the-limit predictability and ultimate grip. Think 'race car.' True, the Shelby will tolerate easy cruising, but it punishes you with a heavy clutch, stiff shifter, and foot pedals positioned far, far to the left to make room for the practically mid-mounted 'front' engine. And there's no trunk, at all. You'll whine loudly about the ergonomic and practical shortcomings only until the next full throttle blast, at which point all will be forgiven.
The price of the limited production (just 500 total) Series 1 currently hovers at $174,975. Ol Shel hasn't locked in the final cost of the supercharger package, but given its dramatic effect, you can bet it's not gonna be pocket change. —Jeff Karr
Pros Massive cachet,
Snakey styling,
Irresistible thrust Cons Sidesaddle driving position
Parts-bin gauges
Balky shifter
Pontiac Trans Am Firehawk: Dude With A Tude
Particularly in its late'70s-themed black and gold 'Smokey and the Bandit' paint package, the SLP's flagrantly curvy version of the Pontiac Firebird is obviously not for the mild nor the meek. This car was built for those American heartlanders with a need for speed, or at least a burning desire to look the part.
Quick, mechanically simple, street rugged, and affordable (especially when measured against this octane and sawbucksucking pack), the Firebird is an American-performance icon. Today, the car's reputation is built solidly on the aluminum 5.7L LS1 V-8 tucked under its bulging hood (modified by SLP to produce 335 hp). Be advised that, with just some minor manifold changes, this is essentially the same killer engine used in Chevrolet's base Corvette. Teamed with the nicely gated six-speed manual, this motor is a dominator that forces even Mustang Cobra owners into streetlight submission. (The Cobra R is, of course, a different story.)
But all is not well in 'Bird land. First, extinction looms in just two short years. Second, the car's obviously long jutting nose and saucy deck spoiler seem to beg too strongly for attention. Unfortunately, our staffers found it's most frequently of the law enforcement and juvenile variety—probably not exactly what you want. Third, although much has been done to smooth the car's ride, certain types of rough curves remain problematic, particularly for the car's hip-hopping rear live axle. But the thing work-a-day commuters will see as the F-Body's biggest problem is its tight rear-passengerand cargo space. Today, people want to take the fun equipment and folks along, and this 'Bird was built for traveling light. Burning rubber all the way! —Jack Keebler
Pros Great value
Strong powertrain Cons Huge, heavy doors
tiny rear seats
teen-machine image
Dodge Viper GTS ACR: A 'Hold On And Scream' Thrill Ride
Truth told, there's not much new on the 2000 Viper GTS. Sure, you can order your snake in a new steel gray hue or get the new child seat tether mounts (who thinks this is a family car?), but other than that, it's the same old Viper GTS. But believe us: that's good.
We don't have a problem with 'old' 450-hp V-10, the 'old' styling with its pretty slippery 0.35 Cd, or the 'old' near-11-sec 1/4-mile e.t.s. We're also fine with the old neck snapping, full-throttle 1-2-3 gear upshifts and the old off-to-the-left adjustable pedals. But for $70K you'd surely expect something new, right? Well, order the $10,000 ACR (American Club Racer) option, and you'll actually get something new. Although the ACR's competition suspension, special BBS 18-in. wheels, five-point racing belts, delete-everything (no radio, foglamps, etc.) weight loss program, and factory installed high-flow K&N air filter with smoother inlet tubes (that's good for 10 extra hp) are still in full effect, the for-2000 ACRs add a performance oil pan, Dynamic Suspensions adjustable shocks, and a new ACR nameplate.
But what's it like to actually drive an ACR? Smack down the right pedal and you're in for a 4.16-sec 0-60 thrill ride. The Viper's V-10 is so powerful it's downright violent. Mash the center pedal, and you'll get instantly wide-eyed as the massive front tires like to lock up and slide, thanks to no ABS (slated for '01 models, however). The far-left pedal is easy to modulate—not too much clutch pressure in traffic, yet grabby enough to deliver effective feathering on traction limited surfaces.
Although the ACR delivers a Tyson-like punch at the track, on the road it remains relatively civil. In Sixth gear with the V-10 chugging at a mere 1800 rpm, the Viper slithers along at just over 80 mph. Sure, a Viper GTS (ACR or not) is far from the best daily driver choice, but then again it was never intended for such. Rather, it's meant to put some serious drive into your day—and that it does with a bite. —John Kiewicz
Pros Gut-rattling torque
Awesome idle note
King of the slalom Cons Poor braking feel
Limited cargo space
Qvale Mangusta: An Italian Exotic With Love-It Or Hate-It Personality
The MT staff tests over 300 vehicles each year, yet few have elicited stronger editor statements regarding their styling. Out on the mean streets, it's even worse. The oddly proportioned Qvale Mangusta gets a firm thumbs up or down—with positively no neutral ground. It's love or hate. (And women seem to love it.)
Reflecting this, a wee group of MT zealots did come to the defense of this Ameritalian hybrid and its bold Alfa Romeo-like appearance. Indeed, Alfisti might consider this trick topped 2+2 a fix until new A-R hardware wheels to our shores in a few years. Until then, you're not likely to get passed by another Mangusta, since this year's total output from the Modena, Italy, plant is pegged at just 300 units.
After a week of close scrutiny, many of its toughest styling detractors found themselves softened by the sound of the Mangusta's 4.6L/320-hp Mustang Cobra V-8 (although its bark is more potent than its bite), solid galvanized-steel chassis, four-piston Brembo disc brakes, excellent steering accuracy, ultra-trick convertible 'Rototop,' and all independent suspension. Given the absolutely tiny, family-owned company that builds this car, it's a pretty solid piece of engineering, with the exception of its too narrow rear seats.
Using the Cobra's DOHC V-8, power-control module, and T45 manual five-speed, the Mangusta's muffler music and the long, peaky pull through the gears are way familiar. Power effectively reaches the ground through the fully independent rear end, optional 18-in. tires, and a BTR speed and torque-sensing limited slip diff.
In the end, you must decide if this car's unusual styling works for you, and if its rarity and uniqueness warrants its hefty $80 grand price tag. It may not appear to stack up well against this group of rockets, but its performance is in the same ballpark as its true competitive set, cars like the Jaguar XK8, Panoz Esperante, and Mercedes-Benz SL. We found the Mangusta an entertaining, V-8-engined exotic that's fun and well-engineered for a buyer who places an extra high value on exclusivity. —Jack Keebler
Pros 320-hp V-8
Hardtop convertible
Unique looks Cons Odd styling
High price
Tight back seat
Ford SVT Cobra R: Wild Horses American Style
Enter the latest gladiator in the Ford versus Chevy war: The asphalt-chewing, decibel-spewing, Camaro eating SVT Cobra R.
Bred from the well-balanced Mustang Cobra, the R model is armed with everything necessary to dominate road courses and straightline assaults, while needless creature comforts like air conditioning, sound deadening material, the audio system, and even the back seat have been discarded.
Bulging with power and bravado, the Cobra R touts a 5.4L/385-hp DOHC V-8 under its raised hood. Exhaling through side-exiting Borla pipes, the R has an intimidating, ferocious bark worthy of its fearless attitude. Power is put to the ground via wide BFGoodrich g-Force KD tires so sticky they pick up small pebbles like giant lint rollers. A hearty launch crams the driver deep in the Recaro bucket seat, while he quickly rows through the six-speed gearbox. Such power on tap is intoxicating, like a hot '69 Mach 1 428 CJ, only better. Only quicker.
The suspension has been enhanced with Eibach coils and Bilstein shocks, lowering the ride 1.5 in. front, 1.0 in. rear. On the track, the Cobra R's tenacious asphalt grip makes the driver feel like a centrifuged hero. Immense 13-in. front Brembo discs with four-piston calipers, and vented rear discs, deliver the prerequisite fade-free stopping force.
In the real world, the lack of A/C in the high-speed sweatbox was extremely trying during our hours of driving through the Arizona and California deserts. Why no A/C option?
Given its capabilities, the aggressive suspension was surprisingly comfortable on all manner of road surfaces.
Those who aren't among the limited-to-300 Cobra R buyers can build their own super Mustang using the same components developed for this exclusive package through the factory's Ford Racing parts catalog. Then, go hunt some 228s. —Jeff Bartlett
Pros It's the hottest factory Mustang of all time
Wicked fast and loud
You can build your own Cons No A/C option
Whoa, the price!
Unfriendly on driveways, front airdam splitter
Porsche 911 Turbo: The World's Most Compliant Supercar
Squint at the new 911 Turbo, and you can see both the '98 Le Mans-winning GT1-98, and Porsche's exotic 959 of a decade ago. The roofline is much the same, the air intakes and cooling ducts are clearly familial, and there's a curvaceous wing stuck on the back. The Turbo's is a shape we'll never tire of, and one that delivers nosebleed-inducing performance that continues to amaze.
There's not a lot to say about this new-gen 996-based Turbo that we haven't already said, but the specs alone are worth repeating: a twin-turbocharged intercooled 3.6L/415-hp watercooled DOHC dry-sumpoiled four-valves-per-cylinder flat six, descended directly from the aforementioned GT1 racer. Six-speed manual transmission, crossdrilled vented brakes with the latest ABS, and that rear wing is now a two-stage affair that splits and raises itself further into the airstream at 75 mph or above. The Turbo was unique in this test, as it's the only machine that was rear-engine, the only to use turbocharging or carry a six-cylinder engine, and the only one employing all-wheel drive. Different is good, and it's 100 percent Porsche.
It's the maximum strength Turbo's all-wheeldrive system (along with the new 996 suspension, of snap oversteer. The rear wheels are driven directly, while power transfer to the front axles is modulated via a viscous coupling; as front end slip is detected, said power is gradually and seamlessly fed to the fronts, really pinning the nose to the ground. Study the photo at the right and note the wisp of smoke from the rear tire during our 0-60 test.
Does all of Porsche's race inspired technology really work? Just look at the numbers, and know they were generated consistently—almost easily—and with less drama than you can imagine. This car will loaf around town all day if you wish. But what a waste. The Turbo is an atomic scalpel in a world of battery powered hatchets, one of the most technologically advanced and best-performing, supercars of our time—or any. —Matt Stone
Pros Vice free, yet mind-bending performance
Great everyday driveability
Lots of bulletproof tech Cons Wish it made more noise
Miss the old rear wing
Four Days of Delirium: The Inside Story of Our High-Speed Test
Like pucker bushes, cranky prospectors, and souvenir paperweights with scorpions inside, the Motor Trend staff just naturally seems to belong in the desert. That's because (heat-induced delirium aside) strange and memorable things happen there, particularly when we visit Ford's automotive theme park, its Arizona Proving Grounds, just down the road from Kingman.
As with any gathering of high-priced supercars, the troubles began before we even had the cars in our possession. Just prior to delivery, our Viper, Vette, and Mangusta were crumpled by previous borrowers (in unrelated traffic incidents). Our Shelby Series 1, a hard-living test mule being used in the development of a new supercharger option, got a last-second engine rebuild literally the day before our drive was to begin. The successful appearance of all four of these cars was a nail-biter right up to the last minute.
Fortunately, the high-speed dash east from Los Angeles to Kingman in 110% plus heat demonstrated that 'exotic' sports cars are no longer the fragile hand grenades legend might style them. These machines blazed hundreds of miles across the desert at super-legal speeds without breaking a sweat. We, on the other hand, weren't quite so lucky. The Mustang Cobra R has no air conditioner, and our Viper ACR and Shelby both had inoperative A/C units. Driving any of them was closely akin to being locked in the hot box in a Civil War prison camp—only without the floggings.
Out on Ford's five-mile high-banked oval, our measured-mile acceleration testing seemed to trigger a cascade of minor calamities that would give us a healthy dose of the swell desert drama we claim to love so much. The short version goes like this: As C. Van Tune railed around the track somewhere above 150 mph, the Cobra R's limitedslip differential noisily checked out. Still drivable, the Cobra carried on the rest of the trip, albeit with less-than-normal off-the-line traction.
Then, under the relentless pounding of a dozen MT staffers, the internal door latch mechanism on our luxurious Fleetwood motorhome broke in the closed position, stranding a half-dozen staffers in the air-conditioned confines with nothing but a cornucopia of snacks and large, comfortable leather couches to console them. During the repair effort spearheaded by our resourceful hosts from Ford, we couldn't help but notice that the staffers inside the motorhome seemed strangely unmotivated to help.
After testing and shooting still photography from dawn to dusk four days straight and taping everything from acceleration testing to mayonnaise spreading by the 'Motor Trend TV' crew, it was suddenly time to leave. We loaded up and headed west into the blindingly hot (no surprise there) afternoon sun, the lowest-ranking staffers being forced to drive the non-A/C cars until they were seared at 1600° on the outside to seal in the juices, and had tender, pink middles. (Ruth Freutel would be so proud.)
Somewhere east of Barstow one of our chase cars rolled to a stop in a midst of steam and dribbling coolant. No problem. The friendly Shelby folks loaded up the dead player in their empty 18-wheel transporter, and we were off, with only middling interruption to our two-way radio chatter mocking absent staffers' physical characteristics. In fact, reviewing all the potential mayhem we'd somehow managed to avoid on this test, we started to feel downright invincible, right up until that evening, tantalizingly close to home, when the transporter truck broke an axle in spectacular style, sending a shower of sparks and one errant wheel bounding into the darkness. Again, narrowly avoiding catastrophe, we unloaded our wounded vehicle from the broken truck and C. Van Tune limped it several miles into the dealer just as the engine quit—all just five minutes before closing time. And you thought all this was easy?—Jeff Karr
Second Options
When it's your own money
In a test like this, it's all too easy to focus on the performance numbers and overlook what each car really is as a whole. How would each serve you not just on the test track, but in real life, after spending your own money to buy it? Using that criterion, I'm head-over-heels for the Vette. The Z06 mods take the Corvette brand to newfound levels of exhilaration (it stomps all over the great exalted ZR-1 and costs less, to boot), while still delivering comfy ride quality and crankin' A/C. Unfortunately, | really don't like the looks of the hardtop body style. In terms of dream car hierarchy ('what I'll buy the day Warren Buffett adopts me') the order goes: 360 Modena, 911 Turbo, Z8. Oh, and a black-on-black BMW M5 as my everyday car, thank you.—C. Van Tune
An icy reception for exotics
There's a funny thing about blazing around a high-banked oval in zillion- buck exotics and boiling the tires off of limited-production dream machines. The more I do it, the more I appreciate the comparatively pedestrian Corvette. I'm in Vettes no more often than I am in any of the rest of these dream machines, and yet the moment I jump into an example of Chevrolet's finest,I immediately feel in tune with the car. No learning curve, no frustrating idiosyncrasies. Hell, I can work the radio (the sound system is excellent), turn off the traction control, even roll down the windows without having to consult the owner's manual. And the air conditioner rules. The Z06 is fast enough, agile enough, and sexy enough for anything I'll ever need to do. The fact that it's one of the cheapest cars here is just gravy. —Jeff Karr
I'm torn
Porsche's all-conquering Turbo is too good for all the piddly adjectives that'll be used to describe it. Its performance prowess defies definition, serving up not only big numbers, but the confidence to drive it faster, harder, deeper into the corner, whatever. It's docile as a lamb when you want it to be, and comfy enough to drive every day. Though I'm American by birth, I'm Italian at heart. And that heart has the softest of soft spots for Italian exotics. The Modena is as exotic as they come, yet somehow, traditionally Ferrari at the same time. I love its artful use of aluminum, and that shape—especially from the rear is one i'll never tire of. Best buy for the buck? Simple: Z06. Hate to be greedy, but I want all three. —Matt Stone
Love at the upper edge
I loved making the Turbo's digital speedo count numbers faster than a nitrous-fed spreadsheet. I loved the unbelievable craftsmanship of the Z8. I loved gazing through the Modena's back glass at the museum-quality engine (how Ferrari extracts near 400 hp from 218 normally aspirated cubes is baffling, however). Yet, my most loved aspect of the very hot, very long trip to Ford's secret test facility was what occurred in the early silence one day at 5:30 a.m. Simply put: With camera in hand, I was strapped into the Cobra R's passenger seat, while we (driver shall remain nameless) skirted the upper edge of the 31° banked top-speed track as the R's tach needle touched its 6800-rpm red-line. Yes, the side-exiting Borlas were wailing—and so were we. — John Kiewicz