Power Trip

Chevrolet Corvette Coupe Vs. {{{BMW M5}}} Vs.Ja Guar XKR Silverstone Vs. Mercedes-Benz CLK55 Normal people expect that eventually you'd get tired of it. But you don't. When speed addicts like you crave acceleration, only a fresh tank of premium unleaded and hundreds of miles of vacant desert road can begin to satisfy the agitated little speed-monkey on your back. Like us, you've got an itch that can be scratched only with dyno-bending horsepower applied to sticky Z-rated rubber. Yes, we speak from personal experience. Where fast cars are concerned, the Motor Trend staff shows all the restraint of Robert Downey Jr. at a Controlled-Substance Factory Outlet Store.

That's the driving force behind "Power Trip." It's the single-minded result of our sordid urge to drive fast cars insanely fast, bounce off high-priced rev limiters, and spend the greatest amount of time behind the wheels of some of the world's finest production cars. Could there possibly be a more perfect excuse to get out of the office for a few days?

Our high-powered players compose a sampler platter of the latest and greatest. Representing the Stars and Stripes, we have the Chevrolet Corvette Coupe, which rolls into 2001 with five more horsepower, for a total of 350 ponies. We could've opted for the edgier 385-hp Z06 hardtop version, but we've tested the wheels off that thing several times recently, and we wanted to see what the Coupe's added power really delivers. From the Black Forest region of Germany, Mercedes-Benz steps up with its long-awaited CLK55, the AMG-massaged V-8-powered 342-hp version of the sleek coupe. From Her Majesty's Secret Speed Works, Jaguar does its supercharged 370-hp XKR coupe one better with its even more muscular (and expensive) Silverstone edition. Rounding out the field is BMW's 394-hp M5, the definitive sport sedan that won last year's "Speed Blind" desert-driving adventure so convincingly we still have flashbacks powerful enough to ruin our bedding. Using the BMW as the longest yardstick yet devised by man for overall automotive performance excellence, we'd see how the new players measure up.

Would this be a fair comparison? Not particularly, with the top-priced Jaguar stickering at over twice as much money as the $46,354 Corvette. No, this is about pure and unadulterated high-speed driving. Our task is to compare the formidable performance, luxury, and prestige envelopes of these machines, and leave the bulk of the cocktail napkin cost-versus-benefit calculations to you. When you're playing in this arena, a few thousand dollars give or take aren't all that critical-and we're bad at math with numbers this big, anyway.

And so on a sunny weekday morning when everyone else headed off to work, we did, too-in over $285,000 worth of high-performance quasi-exotics. Our first stop was the Streets of Willow Springs racetrack for some intensive road-course testing and the always fun task of action photography ("Can you do another tire-burning power slide, only with a bit more smoke?"). With its emphasis on sheer performance at the expense of all else, the road-course test gave the purely sporting Corvette Coupe something of a home-court advantage. Delivering the strongest acceleration off the corners, as well as impressive grip, balance, steering response, and overall agility, the Vette racked up fast time at 1:04.2, with the others trailing within about a second. Yes, the C5 Vette was designed on a racetrack, and it shows-there's no better showroom stock race car for the price.

As the lone four-door five-passenger sedan in this field of sporty coupes, BMW's M5 was the strongest road-course challenger at 1:04.9. With just under 400 hp, the $73,245 sport/luxo-sedan isn't lacking in the power department, but it was held back mostly by its greater amounts of body roll; although in fast corners, that detriment could be easily overcome with a touch of tail-out opposite-lock steering action. The Mercedes-Benz and Jaguar, both hampered by their automatic transmissions (there's yet to be an autobox that gives the driver the same amount of control and flexibility as a manual), were a few ticks slower, with lap times of 1:05.2 and 1:05.3, respectively.

All four cars performed lap after lap with muscular authority, but with decidedly different attitudes. The Vette feels low, lean, and hunkered down, with awesome power all across the powerband, deft steering and chassis control, stout brakes, and the best slide-it-sideways-until-the-cows-come-home balance.We tested it with traction control off (the usual method for quickest times) and with the system in Competitive Driving mode. This part of the Vette's traction brain allows you to have more fun while still being supported by the engineer's invisible safety net. We were impressed with the amount of tail-out action that's allowed before the system comes into play, and when you're really working it hard on a road course you can feel each corner of the car responding to rapid but subtle applications of brake to keep you on line. The fastest lap times were still generated with the system completely shut off, but we had to dance it on the narrow blade of ultimate slip angle to make those numbers. We believe that for 99 percent of buyers, the Competitive Driving mode is what will serve them best.

Interestingly, the Vette recorded the slowest speed of the foursome in our 600-ft slalom (64.2 mph), due to its twitchy rearend, which made it difficult to keep the power on through the gates. On the skidpad, it tied the larger-tired Jaguar with 0.90 g of grip, but trailed the much smaller-tired Mercedes' performance of 0.91 g. The BMW, as awesome as it proved in every other test, lagged behind the rest on the skidpad, with only 0.83 g of understeering grip. On the slalom, however, the mighty M5 was the overlord of transient response, posting a 66.5-mph average speed that beat the CLK55's 65.2-mph tally and the XKR's 65.7-mph best effort. Clearly, there's a method to the M5 engineers' madness, as we later learned on the road.

With our gorgeous black BMW X5 long-term test machine joining the group as the world's fastest craft-services vehicle (when we need a frosty Frappuccino, we need it now!), the first stop on our road trip was 75 miles southeast of the Los Angeles quagmire, in the grimy roadside town of Perris. Although highly touted on billboards, this berg turns out to have little in common with the French city of similar-sounding name. Acting curmudgeon Chuck Schifsky summed it up nicely over our walkie-talkies: "Perris, the city of light: Bud Light, Michelob Light, and Camel Light." Merging back onto the highway after our requisite mid-morning milkshake stop, photog John Kiewicz was convinced he caught a glimpse of a Perris city seal, which looked remarkably similar to a food stamp, on the door of a police car.

Soon enough, the last tendrils of the greater Los Angeles metropolis faded into our mirrors. We climbed mountain switchbacks toward a lunch in the little mountain town of Julian, a self-consciously cute tourist trap where apple pie and $9.99 permanent waves are the main draw. We skipped the pie (and the hairdos), and gorged instead on satisfying mountain roads. Differing a bit from their test-track presentations of ultimate grip, each car still delivered its own unique feelings of control out here in the real world, where the "runoff room" is full of oak trees and craggy canyons instead of groomed racetrack apron. Call us sissies, but such a reality check tended to keep us from hanging the tail out to ridiculous extremes on blind corners-as we'd just been doing at Willow Springs-and driving more like normal people would.

The ultra-stylish ultra-pricey ($97,035) and ultra-rare (only 250 to be built) Jaguar XKR Silverstone rolls on impressive 20-in. tires, which suggest high ultimate limits. In practice, however, the wide Jag responds best to something short of cut-and-thrust aggression. The steering is commendably agile, but the car can feel unsettled in sharp transitions. Wide tires means the XKR hunts mildly on ruts and road camber changes, requiring more steering maintenance than the other cars. Yet, with its new mongo-size Brembo disc brake upgrades this Jag is a decelerating monster, delivering fade-free high-speed stops more times than you have the leg strength to stab the pedal. It's not the shortest stopper of the group, and in fact posted the longest distances from 100 mph. For curbside wow factor, though, the Jag's big cross-drilled binders win the show, looking like they came off a Le Mans racer.

Due to its own big tires, the Vette trams along irregularities in the pavement, too, and can surprise an unwary driver with bump steer if rough pavement is crossed while in a high-g corner. The message: Pay attention. The C5's overall ride quality is quite excellent for an all-out sports car, but on the ancient, suncracked asphalt of the desert, it deteriorated into a cacophony of tire noise and suspension judder that had us looking for a nonexistent "soft & quiet" setting on the suspension.

In the $70,235 CLK55, Mercedes-Benz has made its most serious sporting statement to date. And with its well-calibrated suspension, progressive steering response, and ready power, the AMG chows down hungrily on mountain curves. It's an exceptionally confidence-inspiring car to drive quickly; however, we'd love to see a more unique wheel/tire package for this King-Kong Benz. As it sits, the familiar 17-in. monoblock wheels and relatively demurely sized rubber don't pack the visual punch this pit bull deserves.

When it came time for each editor to name his favorite all-around choice for 24/7 performance (and comfort) driving, there was zero dissension in our ranks: The BMW M5 simply dominates. Turn off the Dynamic Stability Control, plant the throttle, and you'll find yourself alternating between gasps of exhilaration and hoots of glee. The engine pulls so strongly and so smoothly to its 7000-rpm redline that you'll be going way faster than you think you are each and every time you accelerate. The exquisitely tuned suspension lets you feel what all four corners are doing from one instant to the next, and the secure steering speaks volumes about the M5's dynamic state. (Amazing, considering its relatively plebeian MacPherson front struts and recirculating-ball steering mechanicals!) Packaged in a body shape stealthy enough to slip past most eyeballs of enforcement, the M5 is quite simply the world's greatest four-door. Only those who've never driven one will make the effort to argue.

Two hours of fast mountain road running now behind us, and just about the time Kiewicz' brother and co-pilot was about ready to inventory his partially digested club sandwich, we popped out of the curvy bits and dropped down the backside of the piney Vallecito mountains into the colorful, arid, and mostly barren Anza-Borrego desert. At the foot of a long, fast, downhill stretch of nothingness, the inexplicably plush Casa del Zorro Resort rises out of the scrub brush like an oasis. Denied entrance to the resort's swanky dining room because of our admittedly downscale road-trip attire, we feasted instead on overpriced buffalo wings in the hotel's bar. Strange as it sounds, but on top of the day's unending gluttonous ingesting of jalapeno pretzels, Slim Jims, Rice Krispies Treats, and Red Vine licorice whips, we were beginning to feel a bit logy.

We aimed for a swift start on Day Three, but special preparations ate up a considerable chunk of the morning. We've learned the hard way that driving fast on sandy desert roads creates the automotive equivalent of a Perseid meteor shower aimed directly at your car. Even with long following distances, catapulted pebbles and plumes of abrasive dust from the cars ahead can grind off a high-dollar paint job faster than you can say, "Brad, call the Mercedes PR Department and blame the damage on Car and Driver." Our solution was to cover the fronts of each cars with multiple coatings of sticky kitchen shelf-lining material, rendering our steeds virtually chip-proof, but looking like a quartet of uniquely camouflaged secret test mules (laugh if you want, this stuff works, and it saved us from having to raise the magazine's cover price to pay for the repairs). Logistics Chief Brad Long cleaned out the nearby Wal-Mart of its no-pattern No Bugs M'Lady allotment, wisely steering clear of the popular daisy design or the attractive plaid. At our lunch stop, Schifsky angrily wondered why the car he was driving had a special roll of teddy-bear print paper with "I wuv you this much" inscribed on it.

With our cars now looking like a group of heavily disguised prototypes, we made tracks east out of Borrego Springs, past the Salton Sea. Since the Colorado River overflowed its banks about a century ago and topped up this vast desert basin with water, the Salton Sea has mutated from desert jewel to real-estate boom town to environmental pariah. With no natural drainage, the 35-mile-long Salton Sea serves as God's own drip pan and is now so laden with flesh-eating minerals that nothing but anaerobic micro-organisms can survive there-not even Jet Ski owners. So the Salton Sea sits there, foamy, stinky, and unused, like a surreal painting by a rhesus monkey on methadone. Based on no research whatsoever, we speculated that suicide parties would likely be the big draw in Salton City. That and bulk ammo sales.

We headed north through the incongruously named desert town of Mecca (if you've ever seen it, you wouldn't ask) and snaked through a crumbling dirt-pile of a mountain range that looked like it would be washed flat in the next light rain. Now far removed from civilization, the road opened up invitingly, just as a stray blast of microwaves from distant Interstate 10 tripped our array of radar detectors. Good thing, too, since within a couple miles, we rolled past a concealed Border Patrol car that would've no doubt loved to nab our apparent exotic-car smuggling ring.

Even when conditions preclude exercising these four personal transport missiles, all are eminently pleasant machines to spend time with. The BMW and Mercedes-Benz, in particular, are comfortable, functional, and luxurious. The BMW's airy interior and real back seat make it a particularly accommodating sports car, even with four people on board, and it's a far better two-couple trip car than the Benz is. The Jag's cabin, meanwhile, is as closely fitted as a fine smoking jacket. Although there are a pair of laughably unuseable seats in back of the XKR, two up-front people are the functional maximum, and they'd better not be more than about six feet two inches tall or various body parts will be encroached upon by fine Connolly leather, sumptuous bird's-eye maple accents, and luxurious cloth. There's no mistaking that the two-seat Vette offers few of the luxury cues you'll find in the others, but, hey, the price is right and its seating and control layout are workable and highly functional. There's even room in back to store the bales of money you saved by not buying one of the upscale Euro cars.

If we thought we didn't exactly fit in at Salton City, by lunchtime in Twenty-Nine Palms near the giant Marine Corps base, we might as well have been from outer space. At a gas stop, we discovered a nail in the CLK's right rear tire and dropped into a local repair shop to have the leak fixed. "Is that a rental?" the most sentient-looking mechanic asked, gesturing at the gleaming silver AMG. "Don't got no tires like that here," he said, eyeing the wounded Michelin Pilot warily. He finally agreed to patch the hole when we assured him the CLK would not require "special German air" to refill the tire.

After a fabulous lunch at Twenty-Nine Palms' most highbrow eatery (Denny's), the roads straightened out and so did our right legs. Push the speed up to big numbers beyond the reach of mainstream vehicles, and these machines justify their impressive purchase prices. Enormous power reserves make triple-digit explorations of the speedometer dial stunningly easy. Set aside about a half-minute and you can teleport yourself from a peaceful dead stop to a howling 140-plus-mph blur in any one of these cars. Stand by the roadside during a high-speed fly-by, and the jet-like shriek of rending atmosphere coupled with the raspy tire roar sounds like the prelude to an F16 strafing run.

Inside the cars, the sensation is pure adrenaline. Check out our standing-mile acceleration test numbers and you'll see why. The BMW leads the field, hitting an awe-inspiring 150.83 in that relatively short distance, followed closely by the Corvette at 147.63 mph. The automatic-transmission cars acquitted themselves admirably, too, with the Mercedes hitting an impressive 144.70 and the Jaguar logging a formidable 139.09 mph. The Jag certainly has the power to do better, but (however hard you try to hold the car back against its brakes before an acceleration run) its boost doesn't begin to build until about 20 mph, leaving you lagging behind the others in off-the-line torque. A manual gearbox would really make this cat come alive.

We managed to maneuver around a pack of glazed-eyed Las Vegas-bound gamblers at the infamous Interstate gas stop known as Baker, just as two representatives of today's youth decided to tag along with us in their lowered, loud, and loosely assembled Honda CRX. Driving with unexpected skill and bravado, they nonetheless ran the little modified inline-four like it was the final lap of the "Win a date with Britney Spears" trophy dash, which for this particular engine, it was. After 20 minutes of above 120-mph running, the CRX rolled to a stop in a swirling cloud of oil smoke accompanied by the faint rattle of rod bearings.

In the fading light, signs touting the Shoshone Inbreeding Festival (we could have misread that) made it a natural place for a car swap. We parked in a turnout in front of the only bar in town, where a friendly guy soon ambled out to inquire about the vehicles. Coincidentally, he mentioned how he had just taught his dingo to play pool that very afternoon and wondered if gentlemen of our apparent means would be interested in a friendly wager on a game or two of pool. It seemed like a harmless and sociable offer, but unfortunately the impending darkness forced us to leave before we could make any new friends.

The sand- and gravel-strewn road past Badwater, the lowest point in the United States (282 ft below sea level), was downright diabolical in the dark. Threading along the base of the Amargosa mountains, the pavement jinked and swerved as spasmodically as our digestive tracts after two days of greasy road chow. Dust hung in our headlight beams, obscuring the ragged pavement and cloaking unpleasant surprises. Judging by his bleating on the radio for those of us in front to "Slow the hell down!", Schifsky seemed to be going from one ABS-inducing near miss to the next in the Jaguar. Wracked with terror and self-doubt, his trip-long bickering with the Jag's female satellite navigation system voice soon reached a flash point, and Chuck said some regrettable things to her. (He happened to be transmitting on his walkie-talkie at the time, which was undoubtedly a violation of multiple FCC regulations.)

We pulled over to try to cool him down and discovered the cause of his apparent precipitous lapse in driving ability. The three layers of dusty, sandblasted plastic shelf sheeting over the XKR's headlights had dimmed them to nothing more than a dull glow. Chuck was the first person unlucky enough to draw a night-driving stint in the car and found the fuzzy silhouettes of teddy bears in his headlight beams to be of little help in feeling his way through the inky darkness. We peeled off the plastic, and with the newfound illumination, Chuck's mood immediately brightened. We even got him to swallow his pride and make nice with the Jag Nav lady once again. But by then she'd no longer speak to him.

After a restful night at the beautiful, historic, and hospitable Furnace Creek Inn, Motor Trend's traditional Death Valley slumber chamber, we headed toward the equally historic Scotty's Castle. Although you can't legally drive more than 35 mph on the road to Scotty's, it's worth the trip. This is a strange and wonderful Spanish-style mega-estate that was built back in the '20s and is named after the charming freeloader who resided there most of his life while bilking some rich guy into bankrolling the place. During the tour, you'll note that the rich guy gets considerably lesser billing and that Death Valley Scotty definitely had the whole freeloading thing knocked.

On the way back out from Scotty's, we stopped by the giant Ubehebe Crater, not because of any noble scholarly interest in volcanic activity in the region, but because we thought the name sounded funny. The 1000-ft-deep pumice pit turned out to be utterly devoid of humor (who would've guessed?), up until young Kiewicz decided to take a quick run down to the bottom. Enormous 20-ft strides in the fluffy pumice got him to the bottom in one minute, 12 seconds. Getting back up took him a lung-burning 28 minutes, which pleased our older and more decrepit staffers to no end. Beating the youthful enthusiasm out of our camera-toting mountain-goat-boy never stops being funny.

We didn't stay long at the crater. Like, why would we? There was plenty of daylight, hundreds of square miles of desert lying out there waiting to be sped along, and plenty of fuel in our tanks. And what did we learn on our Power Trip? For one thing, that we just love high-powered high-profile cars. But we already knew that. More specifically, we discovered what an enticing range of automotive choice is open to those with the means and the motivation to play on this level. From the high-value high-performance (but by comparison unrefined) Corvette to the gorgeous and prestigious (if imperfect) Jaguar, these four cars cover a tremendous range. Between these extremes, the Mercedes-Benz CLK55 AMG and the BMW M5 offer comfort, capability, and characteristically Teutonic attention to every detail of the driving experience. No question, though, our drivers were unanimous in their praise for the BMW M5, the sedan that continues to reign as our choice for best all-around performance car. If you're after the ultimate power trip, it begins at your nearest BMW dealer.

While the sun dipped below the horizon, our flat-out foursome was blazing along, as the gods of combustion would have us, throttle butterflies held wide open, our Z-rated tires singing over the weathered pavement. And for a while, anyway, the little speed-addled monkeys on our backs were satisfied.

Bmw M5Ungodly Fast, In Anyone's BookThree decades ago, at the height of the musclecar era, a fast car was one that'd turn the quarter mile in the low 13-sec range (and not many did in stock form.) Zero to 60 in the fives was another benchmark only a few of the very quickest achieved. Hairy-chested machines like the Hemi 'Cuda and Corvette 427 might've touched a mid-5-sec run on their best day, with their best driver and on a sticky dragstrip. But in stock condition, literally 99 percent of the legendary models from '62 to '72 ran 0-60 mph in the sixes or sevens and turned the 1320 in the high 13s to 14s. A few "names," like the Mustang Boss 302 and the original GTO, barely broke into the high 14s without aftermarket equipment. That's a fact.

Yesterday, those times were quick. But transport a new BMW M5 30 years back in time and this five-passenger luxury sedan would make all those cars run home to their mommies. With 0-60 in just 4.75 tire-smoking seconds and the quarter mile blazing past in 13.07 sec/107.21 mph, this is a bona fide musclecar wrapped in sport sedan skin. In fact, the marauding M5 not only smoked the hot Corvette, supercharged Jaguar, and mondo-motor Mercedes in every straight-line acceleration test-up to and including our patented 0-to-1-mile challenge-it proved the fastest (and easiest to drive) through our 600-ft slalom. To top everything off, the Bavarian bahnstormer stopped the shortest from 60 and 100 mph, as well.

Combine that Olympic athleticism with a supple luxury-car interior, then toss in subtly modified bodywork that, to the uninitiated, still looks like a garden-variety 5 Series, and you have the best combination of high performance and stealthy appearance on the market-the perfect machine for running fast, safe, and undetected. Whether you're charging hard through the canyons, just cruising at 100 mph, or nudging the woefully premature 157-mph speed limiter, the M5 never feels anything but rock solid, wholly confident, and eager to do way more. Without the pesky speed limiter, it'd probably top 175 mph.

Under the hood is a V-8 powerplant any gearhead would love to try, a 5.0L aluminum block topped by DOHC heads and four valves per cylinder. Compression is a hot-rodder's dream of 11.0:1. Underneath the carbon-fiber-trimmed intake plenum cover is a sophisticated port fuel-injection system with one throttle butterfly per cylinder and throttle-by-wire for smooth and precise metering. Redline is a lofty 7000 rpm. An upgraded cooling system, semi-dry-sump oiling system, and lusty sounding dual exhaust with four polished tips complete the power package. Output is a heady 394 hp at 6600 rpm and 369 lb-ft of twist at a mere 3800 rpm, directed to the rear wheels by a Getrag six-speed gearbox that's shifting perfection. Simply put, this is the $128,000 Z8 drivetrain in a four-door body. For about $58,000 less, it's a steal.

BMW's elite group of 200 "M" engineers modified the 5 Series' suspension with equal skill, installing higher-rate springs and firmer shocks (bringing a half-inch lower ride height), a quicker steering ratio, huge disc brakes (13.6-in. front rotors), and lightweight 18-in. wheels with 245/40ZR18 front and 275/35ZR18 rear rubber. The stylists added a unique front fascia and rear apron, special aerodynamic mirrors, and gray-face instrumentation. Changes for '01 are minor: head- and taillight styling, rear-seat head-protection airbags, and a larger radio/navigation screen.

On the desolate desert two-laners climbing north from the Sheep Hole mountains through the Devil's Playground, our Silverstone Metallic (shouldn't this be a Jag color?) test car got a chance to stretch its long legs, delivering a wallop of acceleration mated with precise handling, excellent balance, and silky smooth delivery that left the rest of our cars inadequate in one category or more. Whether your trip is 10 or 1000 miles long, you'll emerge with a grin on your face so big it'll take a week to wear off.

Stealthy, supple, and screamingly fast. BMW's M5 is the perfect car.-C. Van Tune

What's HotUnbeatable combination of power and luxury; stealthy "It wasn't me, officer" appearance; carries four real humans plus luggage

What's Not157-mph speed limiter

{{{Chevrolet Corvette}}} CoupeMore Power And Performance Make America's Sports Car Badder Than EverIt's been a busy year for Chevrolet's Corvette team. Not only did they raise the all-time Corvette performance bar with the race-ready Z06 Corvette Hardtop, they also took the opportunity to enhance the regular Coupe and Convertible. Since we've tested plenty of Z06 Vettes, we thought it was the perfect opportunity to find out firsthand what sorts of changes were wrought on the Coupe. Plus, the Coupe has better long-haul appeal, anyway, with its larger cargo area and more compliant suspension setup.

Powerplant upgrades that boost horsepower and torque lead the Coupe's list of '01 improvements. With a new composite intake manifold and revised cam profiles, peak horsepower has risen from 345 at 5600 rpm to 350 hp at the same revs. On the torque front, the increase has been more profound. In manual-equipped cars, torque jumps from 350 to 375 lb-ft at the same 4400 rpm. (Cars with the standard automatic now develop 360 lb-ft.) That's a nice performance bump, but perhaps even more noticeable to the seat of the pants is the way the torque comes online more quickly. The engine now reaches 300 lb-ft at just 1000 rpm, (400 rpm earlier) and hits 340 lb-ft at 2500 rpm (1400 rpm sooner).

That increased engine performance helps the Coupe net a solid 4.8-sec 0-60-mph clocking (identical to the lighter, less-powerful hardtop we tested in '99). The new Coupe pulled ahead of the old hardtop in the quarter mile with a 13.10-sec/109.13-mph performance (almost 0.2 sec and 0.5 mph quicker than the '99 hardtop). Against its high-buck competition in this showdown, only the 400-hp BMW M5 can beat the Vette to 60 mph, down the quarter mile or in our patented standing-mile acceleration test of he-manship.

There are other powertrain highlights for '01. EPA city/highway ratings have risen by 1 mpg, and all Vettes are now classified as National Low Emission Vehicles (which presumably does not include emissions from smoking rear tires). Official oil-change intervals have stretched clear out to 15,000 miles, so you don't have to get all mopey about defiling the ecosystem with as much waste oil. The clutch has also been beefed up (fixing a criticism we had of previous C5s) and the pedal effort reduced.

On the handling side, standard equipment now includes a Second-Generation Active Handling System that's far brainier and more capable than its optional predecessor ever was. Engineered to aid controllability without stifling all the fun, the system also has a Competitive Driving mode that disables its traction-control portion while retaining the stability aspect. Based on our racetrack lapping prior to our dash through the desert, we can vouch for the system's relatively unobtrusive nature. But we have to confess we didn't leave it on long. For its field-leading 1:04.21 best lap, the Vette's Active Handling System was shut down entirely, and we relied on the car's excellent grip, balance, and near instantaneous turn-in to pare down lap times. Part of the credit for our Coupe's racetrack prowess also goes to its Z51 Performance package, a $350 option that improves the car's at-the-limit handling. Surprisingly, the Z51 package brings the added benefit of good ride quality (for such a taut setup), so long as you stay off of really broken road surfaces.

Scan the performance numbers, and you'll find the Corvette compares quite well with the highbrow Eurobeasts we've gathered here. It's in a three-way tie for second place in 60-0-mph stopping distance at a short 116 ft, and it ties with the Jaguar for second on the skidpad at 0.90 lateral g. It trails the field in the slalom by a small amount, but it's hard to fault the overall performance of a car that can whup them all in racetrack hot-laps as well as top speed. Besides, if you just want to make really big numbers, the Corvette Z06 will hammer these Euro-sleds in most every measure of performance, and it still only costs about $47,000 if you take it easy on the options (that's only about $700 more than this Coupe).

The Vette will never be mistaken for a Jaguar, Mercedes-Benz, or BMW, but neither will its window sticker. The competition from Europe is certainly composed of some highly desirable cars, but there's no getting around the inherent lustworthiness of America's longest-standing performance icon, the Chevrolet Corvette.-Jeff Karr

What's HotAll-American V-8 power and sound; sheer "bang for the buck"; it's a street-legal road racer with crankin' A/C

What's NotHeadlight power/pattern not up to high-speed driving; poor rough-surface ride quality; hot exhaust cooks your luggage on long drives

Jaguar Xkr SilverstoneFor 250 Very Lucky PeopleTruth be known, I've never really been much of a Jaguar fan. However, when assigned to test Jag's then-new XKR coupe in late '99, I got a rude wakeup call. Shattering my opinion of Jaguar as merely a stodgy luxo-cruiser, the XKR proved a well-handling, solidly built, tire-burning bandit that loved to be run hard. So when I learned Jaguar had just upped the ante with its new XKR Silverstone, I was immediately interested.

The Silverstone option takes the already stout XKR package to an even more racelike level. Most obvious to passersby are its huge 20-in.-diameter five-spoke wheels, which are actually two pieces of aluminum clamped together with titanium bolts (sweet!). The rear wheels measure a hefty 10 in. wide and wear steamroller-size 285/30ZR20 Pirelli P Zero tread. In track testing, the tires noticeably improved cornering grip, but displayed tracking dartiness during high-speed driving on the open road. Nesting behind the wheels are gargantuan 14-in.-diameter cross-drilled brake rotors squeezed by four-piston calipers specially designed by Brembo for the Silverstone. Paired with advanced ABS, the brakes provide outstanding stopping with virtually zero fade even during repeated 100-plus-mph stops.

The XKR's already low ride height is further lowered 10 mm front and rear, thanks to shorter coil springs that are a substantial 34 percent stiffer. The front anti-roll bar diameter is increased slightly to 26 mm, while the rear bar diameter was actually decreased by 2 mm, which Jag says helps deliver a better overall balance. The Silverstone is augmented with a Performance Handling Pack that tweaks the standard Computer Active Technology Suspension system to deliver firmer electronic shock dampening and improved traction control. At our test track, the beefed-up suspension improved handling, yet on the road it gave us a slightly rougher ride (but it was by no means objectionable.) The topline Jag also makes use of a special variable-ratio speed-sensitive power-steering system that works with stiffer mounting bushings. While an improvement over the standard XK-series steering, the steering feel at super-illegal speeds is still way too marshmallowy for the persnickety MT editors.

The Silverstone's power comes by way of the same great 4.0L/370-hp supercharged and intercooled 32-valve DOHC V-8 fitted in the XKR and XJR. Although the power is very strong during mid- to high-rpm romps, the boost really needs to come in sooner to help the cat leap away from stoplights. We also feel the premium-priced Silverstone edition should have been given 15-20 extra horsepower by way of more boost from the Eaton supercharger, for a few more bragging rights. And we'd like to see improvement to the shifting action of the five-speed automatic. It does feature useful Normal/Sport modes, but the shift firmness is still a bit soft for serious performance driving, and we continue to find no appreciable benefit of the slow-operating J-gate shifter (with no separate detent for first gear).

Inside, the Silverstone is fitted with revised sport front seats that incorporate side airbags and special head restraints. The perforated-leather seats also include Jag's Adaptive Restraint Technology System, which uses a series of sensors to measure body height/weight to determine the rate of airbag deployment in the event of an accident. Special red stitching on the steering wheel, center console, door armrests, and floormats adds flair, while Silverstone badging highlights on the maple dashboard and polished door-sill plates reminds passengers of the car's true nature. Although it's called a 2+2, forget about using the back seats for anything more than a coat throw, as rear head- and legroom are nearly nonexistent.

Outside, Silverstone color choices are limited to Platinum Silver, so take it or leave it. The XKR's special wire-mesh grille and functional hood vents also grace the Silverstone, but new for '01 are a revised front bumper shape, flusher-fitting front foglights, jewel-effect rear taillights, and chrome trunklid trim. Clearly, the Silverstone has drop-dead-beautiful styling that draws crowds wherever it goes. But with its stout $97,035 pricetag, styling (and ultra-exclusivity) had better mean a whole lot to you.-John Kiewicz

What's HotStunning looks and ultra prestige; stellar brakes; freight-train torque at highway speeds

What's NotNeeds a manual gearbox to live up to its potential; back-seat riders over two feet tall won't fit; mighty pricey

Mercedes-Benz Clk55 AmgA Jet Fighter With Leather SeatsThere are few automotive logos that look as simple and attractive as the Mercedes-Benz three-pointed star. It looks especially nice on the front of a CLK55 AMG emerging from a cloud of tire smoke made possible by its 342-hp V-8. The only thing better is the awesome sound that emanates from the tailpipes. This, my friends, is the automotive equivalent of a home run hit out of the park. It just doesn't get much better.

AMG has always built fast and furious Mercedes-Benz vehicles, but now that Mercedes' parent company DaimlerChrysler has control of AMG, even more performance models are coming. In fact, Mercedes has promised that every production vehicle will get a high-performance AMG version, and the CLK55 is the newest model to be hand-assembled at AMG's Bremen, Germany, plant.

At the heart of the CLK55 is the same 5.5L SOHC V-8 that powers other AMG hardware, including the E55, ML55, S55, and CL55. Each handbuilt engine features an AMG aluminum block, melt-in-place bore sleeves, and a forged steel crankshaft. AMG alters the magnesium intake manifold from the 5.0L production engine to raise airflow, a key to making the torque curve as flat as a cornfield. The single-overhead-cam and three-valves/ cylinder (one exhaust/two intake) setup may not look as good on paper as the DOHC and four-valves/cylinder of the Jag and BMW. However, Mercedes says using only one exhaust valve reduces emissions and allows for two spark plugs per cylinder, which improves combustion. The results are 376 lb-ft of torque that help rocket the 3444-lb coupe from 0-60 mph in 5.36 sec, which more than supports the design.

A performance car is more fun to drive with a manual gearbox, and the lack of one in the CLK55 is our major mechanical complaint. However, the five-speed automatic in this hot-rod Benz is one of the best we've ever tested. When pushed, this transmission (borrowed from Mercedes' V-12 cars) comes alive. It produces quick, crisp upshifts that can be driver controlled via the manual Touch Shift mode. It also learns your driving style. If the driver is on and off the gas like you would be while carving around a mountain road, the transmission is held in the gear that provides the best torque. The trans also works with the anti-lock brake, traction control, and Electronic Stability Program systems to recognize low-traction situations and hasten a gearshift to keep the vehicle stable.

Even though the CLK55 has 17-in. tires, the smallest rubber of the cars in this test, it still shines on the handling course. Suspension upgrades over a regular CLK430 include higher rate springs, stiffer bushings and shock valving, and thicker anti-roll bars. The result is a vehicle that feels stable and well balanced in both high- and low-speed corners. Also, the CLK55 has near perfect braking ability, tying the Vette in both 60- and 100-mph stopping distances.

However, out on the open road is where the CLK55 really shines. Unlike the Jag, which wears low-profile 20-in. tires, the Mercedes tracks better on uneven or grooved pavement. This stability is a good thing when the speedo is dancing near the electronically limited 155-mph top speed. Around town, the CLK55 got mixed reviews from our staff. Many felt the seats are too firm, and while the back seat is way more useable than the Jag's, it's still hard to get into. Also, the absence of an in-dash CD player in an '01 vehicle is almost a sin. On the positive side, AMG took the already attractive CLK body and gave it tastefully styled upgrades, including front and rear fascias and side skirts, resulting in a car that looks the part, but isn't ostentatious.

Overall, the CLK55 holds true to the AMG commitment of producing vehicles that provide outstanding acceleration, braking, handling, luxury, exclusivity, and practicality. If you're looking for a coupe that exemplifies this criteria, you've got $70,000 burning a hole in your pocket, and if you think burnouts are cool, then buy the CLK55. You won't be disappointed.-Chuck Schifsky

What's HotAwesome power and auto trans; excellent brakes; exhaust sounds like a '60s small-block Chevy

What's NotHard seats; no manual trans offered; no power-tilt/telescope steering wheel

Second OpinionsBragging Rights On a cool December morning, I watched my boss hustle a bone-stock non-Z06 Vette to a stellar 13.10-sec e.t., only to be slapped upside the head moments later with the harsh image of a BMW M5 fishtailing to a 13.07! If I hadn't seen it personally, I wouldn't have believed it. But it got even wilder. The M5 beat the Vette in the standing-mile acceleration run, stopped shorter from 100 and 60 mph, and actually outpaced the C5 through the 600-ft slalom. What was going on? Was I in a musclecar lover's worst nightmare? Nope. The Corvette is a damn fine car, but the M5 is quicker-and it's got four doors, room for five, and a cavernous trunk. Clearly, BMW's claims of being the "Ultimate Driving Machine" are much truer than I thought.-John Kiewicz

If I Were A Rich Man While each of these cars was a blast to drive fast in the open desert, in the end, a purchase decision will come down to what it is you want and how much do you want to spend. However, it's awfully hard to pass up the Corvette. It may not look as good as the Jag, but it costs less than half as much, has a great V-8 under its hood, and is quicker. If I were spending my money, I'd buy the Vette. If I were spending my kid's orthodontist's money, I be driving the M5.-Chuck Schifsky

If I can't have an M5 You already know I get all giddy over the M5, so I'll shut up about that machine for a moment. Of the rest, I love the movie-star looks of the Jaguar, but I expected more in terms of low-end acceleration. Off the line, the boost builds too slowly, reminding me that it's only a 4.0L engine, after all. Surprisingly, I enjoyed the Corvette and CLK55 equally. The Vette was king of the road course and downright comfy for freeway cruising, but when the road surface got rough, I wanted to get out. The Mercedes, endowed with a torque that pulls like a race-prepped big-block, is a kick to romp around in, but also suffers from intense rough-road tire noise. If it were my bucks being spent, you'd watch me have a tough time deciding between the easy-to-afford Vette and the take-out-a-second-mortgage M5.-C. Van Tune

Screw the Jones If you buy a high-dollar car solely to impress people, I suggest you don't follow our Power Trip route through the California desert. Nobody and nothing out there cares a whit about your prestigious nameplate, your 20-in. wheels, or your lavish leather interior. In this desolate hellscape, it's just you, your car, and the lingering discomfort of your large monthly finance/lease payment. So if the car doesn't impress you-every foot of the way-you're in for a long and depressing ride. Two vehicles stand out in my mind as the consistently most rewarding here. Chevrolet's Corvette delivers an awful lot for comparatively little money (isn't it fun pretending to be affluent?), though until my midlife crisis hits, I wouldn't want to drive a two-seater every day. The better fit for me emotionally (if not fiscally) is the BMW M5. As a comfortable, handsome, and fully functional sedan, it's a real car, not just a toy. It isn't cheap, but it is tremendously fun to drive. Even if buzzards and Gila monsters are the only creatures watching.-Jeff Karr

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