Review: Mazda Miata MX-5 Superlight

Pros: True to its name, looks more expensive than it is, good power-weight ratio, cool interior.

Cons: Where'd the windshield go? Rear looks like a regular Miata, could use a few more ponies.

As the sun beats down on the asphalt, we take the Mazda MX-5 Superlight to its "home" track of Laguna Seca and see whether this stripped out version of the popular Japanese sports car has what it takes to tame infamous Corkscrew.

The MX-5 reminds us of the very fast (and very expensive) Mercedes-Benz SLR Stirling Moss.

Pulling away from the lights, it is still possible to “light up” the rear tires in the tiny-engined MX-5 due to it’s excellent power to weight ratio (125-hp but only weighing in at 2,194-lbs). The car seems very well mannered through the first series of turns and is easy to set up going into and out of these demanding corners. As I said before, due to the lack of assists, it is still possible to “lose” the back end.

Despite its good looks, the MX-5 doesn't look much different than a regular Miata from the rear.

The MX-5's interior and gauges look great, as do those futuristic-looking high-mount brake lights.

Heading up to the world-famous Corkscrew, the car seems at home here (which is a good thing as Mazda sponsors the track!) and I’m beginning to warm to it's almost “Caterham-like” mantra of less weight, which results in faster lap times and more driver enjoyment.

Thanks to its super light weight (pun intended), the MX-5 gets through the Corkscrew with ease and great maneuverability.

Now for the heart stopping bit - The Corkscrew. After braking hard and turning in, the car goes even lighter than normal and it’s almost like dropping off a skyscraper. The MX-5 copes admirably and levels out well. Linking the last few corners together is a joy, and after just one lap, the car is doing a very good job of finding a place in my OWN garage. I must admit it might be short on power, but in the lower class it should hold its own.

The MX-5 feels at home on Laguna Seca, especially through the Corkscrew.

The car still feels surefooted and responds well to road changes. Even going through The Corkscrew seems less daunting.

To sum up, the Mazda MX-5 Superlight is a well mannered and fun sports car, which is a modern-day throwback to the greats of yesteryear.

-ValiantSaint

Ford Taurus SHO vs. Audi S4 and S5

The Taurus SHO handles well for its size.

We all have seen the commercial of the 2010 Ford Taurus SHO overtaking an Audi A6. And most of us have also seen the video of the Taurus SHO beating a V8-powered Audi A6 4.2 in a 0-60 run. So we at Forza Speed put two and two together and got three. We figured we should put the Taurus SHO up against the Audi S5 since they both have about the same power and both put down their power through all four wheels. However, just to make it that more exciting, we also threw in the Audi S4.

The S4 had the advantage of less weight.

Right from the start, it was noticeable that the Taurus SHO would have to work overtime in order to keep up with the competition. Due to its much smaller weight, the S4 had the advantage in acceleration and in cornering. Unlike the Taurus SHO, the S4 and S5 also had some wheel spin during acceleration.

The Taurus SHO has the more torque but also more weight.

The Taurus SHO has a morbidly obese torque range. All of the 350 lb.-ft. are provided from 1500-5250 rpm. However, the additional 25 lb.-ft. it has over the S4 and S5 aren't enough to compensate for its pavement-crushing weight. At just under 4,400-lbs., the weight truffle-shuffles from side to side while cornering. Nevertheless, a 0-60 time of 5.2-seconds isn't something to complain about. But that's still not enough to beat the S4's and S5's 4.9-second sprint to 60-mph.

The Taurus SHO is super chunky.

Despite its weight problem, the Taurus SHO is tossable around the turns and is fairly fun to drive. It understeers a bit, but hey, what all-wheel-drive car doesn't?

The S4 and S5 are quicker through the turns.

The S4 takes the lead...

...and stays there.

We think that the Taurus SHO looks very good, if not better than its competitors. Unlike the S4 and S5, the beltline of the Taurus SHO rises towards the back. It has a "J. Lo" rear. Even though the Taurus SHO comes back for the 2010 model year as a sleeper, its weight doesn't help on the backroads. By losing a few hundred pounds, the Taurus SHO could be more competitive. We're waiting, Ford.

Check out the video below.

-stefc93

Corvette ZR1 Video

Review: Chevrolet Corevette ZR1

Pros: Hare-like handling, scary acceleration, Usain Bolt top speed, stop-on-a-dime braking.

Cons: Slippery cornering, boring interior, understated looks.

Most people would say that you get a lot of bang for your buck with the Corvette ZR1. And they're correct. The "bang" you get would be a 6.2-liter, 638-hp, supercharged V8 and the amount of "buck" you would have to spend would be just over $100,000. And that's good considering the ZR1 costs two to three times less than similarly-performing cars. The engine rockets the ZR1 from a standstill to 60-mph in just over 3.5-seconds and will go well past 200-mph. And it sounds great while doing it.

Braking is excellent on the ZR1 from any speed. The large Brembo carbon ceramic brakes do their job in stopping the ZR1 much quicker than other competitors costing much more dough. As the ZR1 comes to a stop from high speeds, there is very little pitch and squat. This is due to the car's very good weight distribution of 52% in the front and 48% in the back.

However, the ZR1 does have some downsides to it. First, it feels like it would make a better car for drag racing and quarter-mile and 0-60 tests versus going around turns. It can be hard to control and requires great throttle modulation. Just a little power is needed to send the ZR1 side ways and into a drift, as if Vin Diesel were driving his ricer in the Fast and the Furious.

Thanks to lightweight materials and huge carbon ceramic brakes, the ZR1 is a champ when stopping.

The interior of the ZR1 is not something you would expect for a high-performance car costing over 100,000 greenbacks. It is plain from everything like the speedometer to the center dashboard. Moreover, it also looks very similar, if not the same, inside as the cheaper ZO6 and Grand Sport. The same goes for the outside. The only few little items distinguishing the ZR1 from its cheaper stablemates is the different wheels, plastic see-through cover over the engine, ZR1 badging and that's about it.

The ZR1 has virtually no body roll.

The ZR1 did pretty well around Sedona. As it slid around the turns, there was absolutely no body roll or lean. The only lean with the Corvette is its weight. At just over 3,300-lbs., the ZR1 is leaner, and definitely meaner, than any George Foreman grill.

The ZR1 is an awesome car. Enough said.

Made in America, by the Americans, for the world.

Despite its somewhat minor flaws, the ZR1 is an extraordinary car. We love it for the way it handles, drives, and stops. The ZR1 is a great and surprising step forward for Chevrolet. After many decades of building the legendary Corvette, Chevrolet has now built a beast that will outrun many cappuccino-sipping drivers in European supercars costing an arm and a leg more. And that's the real American apple pie.

Check out the video below.

-stefc93

Aston Martin DBS vs. Aston Martin V12 Vantage

The DBS (left) try's to keep up with the nimble V12 Vantage.

The Aston Martin DBS and V12 Vantage are very similar cars. Both have 6.0-liter V12 engines that produce 510-hp. Both do 0-60 in a few ticks over four seconds. Both have the same performance index. And both are proudly British. However, they are also different in some ways. For starters, the V12 Vantage is more nimble. Even though its weight is almost that of the DBS, the V12 Vantage feels like it has less understeer and better handling. The V12 Vantage is also over a foot shorter than the DBS and just over about an inch narrower. It also has a better sounding name.

The V12 Vantage's smaller size gives it an advantage.

The V12 Vantage is a newer car. Unlike the DBS, which dates back to 1967, the V12 Vantage hit the road mid 2009. The V12 Vantage is based off the V8 Vantage which was launched earlier, while the DBS is its own car. The V12 Vantage also sits lower to the ground, giving it a more stable ride while also providing less drag and quicker speeds through the corners. Compared to the larger DBS, the V12 Vantage looks more modern and not as imposing.

The V12 Vantage looks better than Eva Longoria and performs better, too.

The DBS is more imposing.

Yes, yes. James Bond does drive a DBS in Casino Royale and Qauntum of Solace and mostly ever other movie with him in it. However, does the DBS maneuver as well as the ones you see 007 driving? Well, don't expect it to stop-on-a-dime or go through narrow roads quickly. The DBS is a good car and a fairly fast one, but it disappoints for it's aging looks and slow speed through the corners. However, due to the extra few pounds of weight, it is less prone to slide around the track like many other of the high performance cars. We like the DBS and V12 Vantage. We just like the V12 Vantage more.

Check out the video below.

-stefc93

Audi S4 vs. Audi S5

The supercharged V6-powered Audi S4 (left) battles it out with the V8-driven Audi S5.

What do the Audi S4 and S5 have in common? Well, for a start, they're both in Audi's "S-line" product category and both employ the world-renowned and loved Quattro all-wheel-drive. But that's where similarities end. The S4 is powered by a 3.0-liter V6 which is paired with a supercharger, good for 333-hp. It has four doors. The S5 is run by a 4.2-liter naturally- aspirated V8, which puts down 349-hp. Despite it having a smaller engine and less horsepower, the S4 is actually faster than the S5 in acceleration. This is probably related to the boost that the supercharger provides and but also to the S4's weight. At 3,638-lbs, the S4 is almost 200-lbs. lighter than the S5, which comes in at 3,795-lbs. However, the S5 also has its advantages. The sound it provides is great and the S4 doesn't come near it. Compared to the S5, the S4 sounds like lawnmower with a distant whine. And, unlike the S4, the S5 provides some wheel spin during 0-60 runs, making the drive that much more exhilarating. Nevertheless, the S5 requires more effort around the bends due to Audi's front biased all-wheel-drive and more power going to those wheels versus the S4's. All in all, both are really good cars. Both are fun to drive, fast, handle great, and look spectacular. And at a price difference of only $3,000 ($48,000 for the S4 and $45,000 for the S5), you can't go wrong with either.

The S4 pulling away from the more powerful S5, due to the combination of a supercharger and lighter weight.

The S4 is a fun car to drive. Dare we say it's more fun than the S5?

The S5 drives very similarly to the smaller S4; handling is very good.

The lap times between the S4 and S5 were nearly identical. However, the S4 won.

The S5 came in a close second place.

Check out the video below which also includes more pictures.

-stefc93

Jaguar XFR vs. Audi RS 6

The RS 6 has a faster launch, thanks to the Quattro all-wheel-drive system and the 580-hp, twin-turbocharged, 5.0-liter V10.

We set out to see whether which 2-ton, performance sedan was better: the Jaguar XFR or the Audi RS 6. For this first comparison of many more to come, we choose Mugello as the track. The Lexus ISF with a Monopoly paint scheme decided to tag along. Here's how it went.

The XFR has a 510-hp, 5.0-liter supercharged V8, which puts the power down to the rear wheels.

The XFR is definitely a fun car around the corners. It feels well planted for a rear wheel driver car and its tail steps out far less often than that of the BMW M5 and Cadillac CTS-V. This is where the Active Differential Control comes into play. It keeps the XFR going through the turn with little drama.

The XFR corners like a car half its weight.

Going around bends with the RS 6 feels like there's an elephant sitting on the top of your hood. The weight is noticeable as is the understeer. This is due to the car's weight of 4,376-lbs. Even though the XFR weighs 4,414-lbs., the RS 6's all-wheel-drive is front biased and therefore understeers more than the XFR.

The RS 6 pulls away from the XFR due to a 70-hp advantage and twin-turbos.

And keeps pulling...

The XFR is left behind.

So what can we say about these two cars? Well, they aren't the same. If you want a fun car around the turns, then the XFR is right for you. However, if you want to have control at all times no matter how many turns there are, then spring for the RS 6. However, at almost two times the price for the RS 6($155,000 versus $80,000 for the XFR), you have to stop and ask yourself: "Is it actually worth it?" We think so.

-stefc93