Bugatti Veyron vs BMW M3
An airstrip drag race between a Bugatti Veyron and Dutch racing driver
Ho-Pin Tung in a new E92 M3.
View the original on: http://www.autojunk.nl/2007/09/bugatti-Veyron-vs-bmw-m3
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Jeep SRT8 vs. BMW E46 M3
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Bone stock Jeep SRT-8 vs. 2003 BMW e46 M3 with billy boat (b&b) Exhaust from roll.
Location: Mexico, just east of Cozumel
2008 Chevrolet Corvette Z06 vs. 2008 Ford Shelby GT500KR | Edmunds.com
We're looking at the 2008 Ford Shelby GT500KR and 2008 Chevrolet Corvette
Z06, but we're imagining a '68 Shelby GT500KR staging next to a Corvette
with one of the 427-cubic-inch V8s on the Connecting Highway in Queens, New
York, probably sometime during the Nixon administration. We don't know how
the cars are tuned or which driver has the better hole-shot technique, but
we're calling our street race in favor of the Vette.
You see, there's no historical basis for a close Corvette-Mustang rivalry. A Corvette of any
year is a little too fast and smart to be street racing ratty muscle cars.
It's a real sports car, the kind of car that's still fun when you start
going around corners.
But maybe it's a different story with this 2008 Ford Shelby GT500KR and
2008 Chevrolet Corvette Z06. Each of these rear-wheel-drive coupes has a V8
rated for more than 500 horsepower at the flywheel.
And with the release of the limited-edition 2008 Ford Shelby GT500KR, Ford
has moved in on Chevrolet's price territory. The GT500KR leaves the Ford
factory as a $46,730 GT500 coupe and is shipped as a rolling chassis to
Carroll Shelby's facility near the Las Vegas Motor Speedway in Nevada. By
the time the KR cruises out of Shelby's shop, it's an $82,395 Mustang.
As such, the King-of-the-Road Mustang must now contend with this
$76,920 2008 Chevrolet Corvette Z06. And though the Z06 is a few horsepower shy of the
upcoming ZR1, it's not an easy mark. The GT500KR will have to play like a
sports car just to keep up.
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Jeep SRT-8 Supercharged--Chicago Cars Direct
Test drive of a 2006 Jeep Grand Cherokee SRT 8 with a SUPERCHARGED 6.1 Hemi
V8 producing 575 horsepower from Chicago
Without question, the Jeep is the hottest rod here. Although the two have
fairly similar power-to-weight ratios (11.4 pounds per horsepower for the Jeep,
12.3 for the Chevy), the Jeep easily outruns the SS.
This thing explodes when you jump on the gas. The four-wheel-drive system
routes the majority of the engine's power to the rear wheels while
cruising, and a clutch in the center differential can reroute power to the
front wheels if the system detects that the rears are losing traction. Hit
the gas, and after a barely audible chirp from the rear tires, the Jeep
hurtles forward. From rest to 60 mph takes only 4.5 seconds, which is about
as quick as a BMW M3 and a second quicker than the SS. The Jeep passes 100
mph in 12.0 seconds, 2.6 seconds sooner than the Chevy.
Part of the Jeep's acceleration advantage comes from the quick-shifting
transmission. It has a manumatic feature that allows manual gear selection,
but the automatic mode worked so well that we mostly relied on it. Upshifts
and downshifts are quick and much smoother than the Chevy's. As a
smack-you-into-the-seat machine, the Jeep's got a definite edge.
It also handles fairly well. We're talking about a 4794-pound sport-ute
with a decidedly unsportingly high center of gravity, but it's crisper in
the curves than you'd think. On the skidpad, its 0.88 g outperformed the
Chevy's 0.81-g score. The SRT8 would have performed better in the
lane-change test, but its stability-control system can't be completely
disabled. In normal mode, the system clamps down at the slightest slide.
Hitting the "off" button allows a little more sliding, but it still
intervenes enough that it slowed us down in the lane change.
But in the real world, the stability system wasn't a bother. In fact, this
truck is fun in the twisties. Although we didn't put it on the clock as we
zipped around our well-traveled handling loop, the Jeep didn't feel much
slower than the high-powered sports cars we usually pick for this
particular group of back roads. We could carry a lot of speed in the
corners. The Jeep doesn't lean much, but you never lose the feeling that
you're sitting high in the air.
Thankfully, the brakes are terrific. The pedal has a reassuringly firm feel
that's a relief to encounter at the end of a high-speed straight, and the
brakes felt up to the task of repeatedly slowing the nearly 2.5-ton brute.
We liked the steering, too, which has a tight feel to it. After a few miles
of spirited driving, you forget you're in a truck. The responses are
sports-car quick, and you drive this Grand Cherokee like you would any
other performance car. For example, in one tricky corner we used the brakes
to bring the nose down to the corner apex and then squeezed the gas for a
quick shot down the following short straight. The choreography was straight
out of racing school. That handling precision, however, comes with a stiff
ride. The Grand Cherokee swallows large impacts well enough, but humps in
the road set the chassis into a harsh up-and-down motion that could bring
on nausea. Maybe we're getting soft, but it's uncomfortable enough that we
wouldn't want to endure the ride on a daily basis. In the ride category, we
gave the Jeep an eight and the Chevy a nine.
Besides the ride, the Jeep also lost points in the utility department. That
3500-pound towing capacity cost it three points, and there's the interior,
which is small compared with the Chevy's. The back seats are tighter, and
the rear-seat cushion is too low. In rear-seat comfort, the Jeep got four
points to the Chevy's five. Plus, the Jeep can't carry as much stuff. With
the seats folded, the SRT8 offers 67 cubic feet of space versus 80 in the
Those deficiencies cost the Jeep first place, but it lost by only two
measly points. We loved the V-8 rumble and fantastic thrust, but it's still
a truck, and we expect more utility. Sure, it looks great and is loads of
fun, but you can get that with plenty of cars — a Dodge Charger SRT8, for