BMW Z8 - High Speed - All Cars - Maximum Lateral G

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 water-cooled DOHC dry-sump-oiled four-valves-per-cylinder flat six, descended directly from the aforementioned GT1 racer. Six-speed manual transmission, cross-drilled 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-wheel-drive system (along with the new 996 suspension, of course) that helps foil away so much of the previous 911's penchant for off-throttle 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.

Driving as quickly as possible around the perimeter of a 200-ft circle may not seem that much of a test, but what it reveals about a car's front/rear weight balance, shock/spring/bushing/anti-roll bar calibrations, wheel/tire sizing, tire sidewall construction and tread grip (especially as temperatures build, lap upon lap) gives valuable information about that car's cornering prowess. Electronic timers record each lap, and a mathematical formula is used to calculate the car's maximum lateral grip, expressed in "g"s. In this stout competition, the Mangusta's otherwise sporty 0.86g performance is relegated to last place...ouch!

Ford SVT Cobra RWild Horses, American-StyleEnter 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.