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Motor Trend
5 days ago
- Automotive
- Motor Trend
It's the USA vs. the World In a High-Speed Supercar Shootout!
[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
Daily Mirror
7 days ago
- Sport
- Daily Mirror
Jack Nicklaus slams Rory McIlroy as PGA Tour star gets earful from commentator
Jack Nicklaus, widely regarded as one of finest golfers of all time with 18 major wins under his belt, has weighed in on the Scottie Scheffler vs Rory McIlroy debate With just over a fortnight to go before the US Open tees off, golf 's biggest names are fine-tuning their form ahead of the third major of the 2025 season. Scottie Scheffler claimed victory at the PGA Championship earlier this month and followed it up with a share of fourth place at the Charles Schwab Challenge on Sunday. The American finished level with England's Tommy Fleetwood, with both players pocketing around £335,000 each. Although Rory McIlroy opted not to take part in the Texas-based event, he still found himself in the headlines - this time thanks to legendary figure Jack Nicklaus. Here, Mirror Sport has rounded up the main talking points from the golfing world, including Nicklaus' comments on McIlroy's game, Fleetwood's ongoing battle with an unwanted milestone, and Sky Sports commentator Wayne Riley's blunt criticism of Matthias Schmid's pace of play. Commentator loses patience Sky Sports pundit Wayne Riley didn't hold back in expressing his irritation over Matthias Schmid's slow play during the Charles Schwab Challenge. Despite putting in an excellent performance to finish runner-up behind Benjamin Griffin and taking home over £800,000, the German's measured approach clearly grated on the Australian broadcaster. Riley, who was following Schmid during the penultimate round, became visibly exasperated as the 27-year-old took what seemed like an age over a particular shot. At one point, Riley was left standing for more than two minutes, waiting for the player to commit. "He likes a back off, this guy," Riley said in frustration. "He's done it a couple of times, I've noticed. Look, he's backing off again." Schmid was seen in deep discussion with his caddie, apparently rethinking club selection due to shifting wind conditions. Riley, clearly fed up, added: "I feel like we've been standing over this shot for 20 minutes." As Schmid continued to stall, Riley's irritation turned to outright criticism: "This guy has thrown the anchor out, he's a really slow player. I'm not sure if he's always like this but it's the first time I've been out with him." Fleetwood's unwanted record It may have been another profitable weekend for Tommy Fleetwood, but the Englishman remains burdened by a statistic he'd likely prefer to avoid. Despite earning a staggering £22.8m in his PGA Tour career to date, Fleetwood still hasn't managed to win a single tournament on the circuit. It means he had the unwanted record of being the golfer who's earned the most prize money without clinching a tour event. Since turning professional in 2010, Fleetwood has posted 27 top-five finishes in PGA Tour events, with five runner-up spots to his name. On the European-based DP World Tour, he's picked up seven titles, yet a breakthrough on American soil continues to elude him. With form on his side, however, he'll be hoping to end the drought before long. McIlroy criticised by Nicklaus Golfing icon Jack Nicklaus has weighed in on the growing rivalry between Scottie Scheffler and Rory McIlroy - revealing he sees more of himself in the American. While Nicklaus praised McIlroy for his achievements and congratulated him personally on his recent Masters win, he also highlighted a recurring flaw in the Northern Irishman's game. "[I see myself more in] Scotty," said the 85-year-old. "First of all, Rory, the ball gets away from Rory right to left. Always has his career. He hasn't corrected it, but he still has had a great career with it. But could he have had a better career if he'd gone a little bit the other way? I don't know. "Maybe yes, maybe no. But Scottie has learned at a fairly young age that keeping the ball in play [is key]. He's long, he's certainly long enough, as long as the rest of the guys. But he doesn't try to be. "He makes sure that he puts it in play so that he's got a second shot to play. I think that wins golf tournaments more often than hitting it over the top of trees and so forth." Cabrera comeback win Angel Cabrera, a two-time major champion, has completed a remarkable return to competitive golf following a spell in prison. The Argentine's career came to a halt in 2021 when he faced multiple assault allegations, ultimately serving 30 months behind bars before his release in August 2023. Four months after being cleared to compete again in PGA Tour-sanctioned events, Cabrera claimed his first title since 2009 by winning the Senior PGA Championship this past Sunday. Lifting the Alfred S. Bourne Trophy, the 55-year-old struggled to contain his emotions. "I feel very emotional," he said, with an interpreter later conveying his heartfelt message. "Maybe you can't see it inside but I'm emotional." Former LIV star-turned-monk qualifies for The Open Sadom Kaewkanjana has taken an unconventional route to this year's Open Championship. The 26-year-old Thai golfer secured his place at St Andrews by triumphing in the Kolon Korea Open - his first title on the Asian Tour since 2022. Kaewkanjana's career has seen dramatic highs and introspective pauses. He participated in the inaugural LIV Golf season in 2022, playing in all eight events. However, following a missed cut at the PGA Championship, he returned to Thailand and took an extended break from the sport - during which he entered a monastery and was ordained as a monk. His time in the monastery was more than symbolic. For Thai men, temporary ordination is a respected rite of passage, and for Kaewkanjana, it offered a rare chance for reflection. "I was ordained because I wanted to return the greatest merit and repay my parents," he explained. "During this time of ordination, it was of great value and experience, even though the ordination was a short period of time. "I was cut off from the rest of the world when I was ordained, that made me feel more calm. I was able to concentrate more, which will help me improve my game of golf." Now preparing for his Open debut, Kaewkanjana will be hoping that inner peace translates into performance on one of golf's most iconic stages.
Daily Mirror
24-05-2025
- Daily Mirror
Criminologist shares 7 things she's learned talking to drug mules and handlers
Dr Fleetwood, senior lecturer in criminology at City St George's, University of London, and author of Drug Mules: Women in the International Cocaine Trade on how traffickers pick drug mules and what they tell them A criminologist who has spent a decade studying the fate of drug mules reveals the the grim reality behind the instagram lifestyle. Bella Culley, from Teeside, was arrested on two weeks ago at Tbilisi International Airport, in Georgia, accused of smuggling 14kg of cannabis in to the ex-Soviet country from Bangkok, Thailand. The 18-year-old has told a court she is pregnant. The next day, 21-year-old Charlotte Lee, from south London, was arrested at the international airport in Colombo, Sri Lanka. She claims the 46kg of synthetic cannabis called kush was planted in her luggage. Both deny the offences, but as two young British women languish in foreign jails facing a combined 45 years in prison, we spoke to expert Dr Jennifer Fleetwood, senior lecturer in criminology at City St George's, University of London. Her book Drug Mules: Women in the International Cocaine Trade won the British Society of Criminology Book Prize in 2015. Dr Fleetwood believes much of the public debate around drug mules is wrong and shared with us the findings from her research, interviewing drug mules and their handlers in Ecuador. Young women who are arrested grab the headlines but most drug mules are men "Most drugs mules are men but we don't tend to think about it that way. We think about women being the bodies and men being the brains. Drug trafficking is completely dominated by men and they represent 95% of the prison population. But there are more women involved as drugs mules than you would expect. "Women and men often have different ways into the role. Men are more likely to be involved through associates while women get involved through men who know them, it might be a relative or a romantic partner." Most drug mules know who they are working for "We hear people talk about how they were persuaded by someone they just met - stranger danger. But my suspicion is that people who knew what they were doing probably tend to keep their heads down and accept their sentence. Most of the time, when people get involved it is through someone they know, or somebody who knows somebody they know. "One woman I spoke to got into it through a friend. An abusive partner had left her with a huge amount of debt and she was about to lose her house. She spoke to a woman who had gone on a trip and made a lot of money." People who are coerced into it do not make the best mules "The thing people always focus on is those who are forced into getting involved. But some drugs traffickers I have spoken to tell me those are the last people they want to use as mules. They will look nervous and are more likely to get caught." Traffickers look for mules with a reason to travel "When I spoke to people who recruited drug mules, they just looked for someone who had a reason to travel. Backpackers fit the bill but so do retired people. One person I spoke to was so big that he thought people were scared to search him. "They have an idea of what customs are looking from a global south country with no reason to travel, a new passport and brand new shoes, will attract attention. A backpacker with lots of stamps in their passport is much better." Sometimes drug mules are not told what they are carrying as it is 'better for them' "Whenever people get involved in drug dealing, they are exploited. Normally, when you do a job you have an expectation of what will happen. But here none of that applies. Drug mules are misled. They might agree to carry a small item, a small amount of medicine, but they find there is a large figurine they have to carry. "They might agree to carrying cannabis but it is actually heroin. Sometimes they are not told what they are carrying. I have spoken to drug traffickers who say it is better for them that way as they won't be nervous. It is often blind belief. When they pack up the drugs it is done so that customs can't see it." The drugs business is chaotic and things go wrong "It is also a chaotic business. We think of them as criminal masterminds but the reality is very different from that. One backpacker I spoke to found they had packed up the drugs in a briefcase, the last thing she would look natural carrying." Street value figures are misleading and some mules get paid nothing at all " In the UK, street value used to be used as a measure of harm in the courts. It's not any more but police still insist on using it and it is really disingenuous. If they are being set up, they get nothing at all. If you are paying off a debt then again you are not being paid anything. "But if you do get money, it could be £2,000. It could be £8-10,000. But everyone I spoke to was arrested - that's what they were promised. I don't know if they would have got it. It's not a great deal. "In drug trafficking there are lots of people who get paid. The person who set it up, maybe a specialist who packs up the drugs. There might be someone who travels alongside them to make sure they don't disappear. Nobody gets a percentage except the investor, who might be one person or might be a collaboration of people."
BBC News
23-05-2025
- General
- BBC News
Stink not only from Fleetwood tip, say landfill operators Transwaste
The operators of the Fleetwood landfill site at the centre of thousands of complaints over stinking emissions have said the site played "only a small role" in the overall odour profile of the announced last week it had commissioned an independent monitoring company to analyse the levels and sources of odours in and around the company said the first results showed that odour levels were low at that time and appeared to originate from a number of campaigner Dr Barbara Kneale said: "There were no complaints before Transwaste reopened the landfill site. There have been thousands of complaints since – that tells you everything you need to know." Transwaste said results showed that during the week commencing 12 May, a total of 172 odour tests were carried out across key locations in of these, 151 tests showed no detectable landfill-related odour, and only 21 detections were attributed to landfill or mixed sources - the majority of which were recorded in areas of low sensitivity, such as the landfill compound and its immediate surroundings. 'Garden stinkbomb' While 11 detections occurred in high-sensitivity locations - including Springfield Terrace, Cala Gran, Broadwater Entrance, and Browns Lane - the tests showed those events were intermittent, of low intensity, and influenced largely by prevailing wind conditions, the Local Democracy Reporting Service landfill operators said the findings supported the view that occasional landfill-related odours were now more localised and limited in impact. But Dr Kneale, a member of campaign group Action Against Jameson Road Landfill, said: "Transwaste are insulting our intelligence."There is a real difference between the smell of sewage and the chemical, rotting eggs smell of the landfill."People are having to put up with this vile odour – like someone throwing a huge stinkbomb in your garden – on a regular basis."And it is affecting people's health and wellbeing. This site just needs to be closed down once and for all." Listen to the best of BBC Radio Lancashire on BBC Sounds and follow BBC Lancashire on Facebook, X and Instagram and watch BBC North West Tonight on BBC iPlayer.
BBC News
22-05-2025
- Sport
- BBC News
Fleetwood goalkeeper Lynch signs new two-year deal
Fleetwood Town goalkeeper Jay Lynch has signed a new two-year deal to remain with the League Two club until the end of the 2026-27 31-year-old joined the Cod Army in the summer of 2022 and has made 129 appearances for the club in all competitions."I feel at home here - the backing from the gaffer, the staff, and the supporters has been brilliant," Lynch told the club website., external"I'm determined to repay that faith over the next two seasons."Lynch joins Phoenix Patterson, Ronan Coughlan, Finley Potter and Ryan Graydon in remaining at the club, with the quartet triggering 12-month extensions due to appearance clauses.
