23:24
The chuckystv team started thier video shoot for the upcoming #GidiActionFilmSkit ....the skits are going to be packed with a lot of explosive super powered heroes and villains...so anticipate for this skits in 2016 #TeamChucky #Chuckystv
Saturday
Tuesday
07:32
Unknown
celebrity, Events, Lagos, new york, rythm unplugged, Traffic
No comments
The American RnB Superstar came to Nigeria on Thursday evening and within few hours of being stuck in traffic he realised there ain’t no traffic like Lagos traffic. *lols*
Trey Songz made this known while having a news conference before Rhythm Unplugged concert on Friday night.
- 07:26
- Unknown
- celebrity, Events, Lagos, News, rythm unplugged, trey songz
- No comments
Trey Songz,who was the major headliner killed the event with dope Performance. He and his S3xy dancers where everywhere,
RnB star Trey Songz was the main performer at last night’s Rhythm Unplugged. The 31 year old singer performed for about one hour, stringing together over 7 of his major hits and had the Eko Hotel audience screaming and singing along. He won Lagos over with his beautiful vocals and his hawt, hawt body. See all the fun photos from his performance after the cut…
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Monday
- 03:33
- Unknown
- Adele, alex boye, cover, Entertainment, hello, Music, youtube
- No comments
This just in from alex boye hello cover ....just watched and fell in love i didn't know when i started typing all this ...i guess its because you deserve a good watch too
About half-a-million residents of Surulere are reportedly at the risk of a looming epidemic, expect the state government finds a quick solution to a threatening environmental problem.
Vanguard newspaper reports that, no fewer than 500,000 residents of Iponri Low-Cost Housing Estate, Surulere Local Government Area, Lagos State, on Sunday appealed to the Lagos State Government to save their lives from epidemic that was looming there.
The sewage plant that usually drains dirty water from the soak-away of more than 400 housing units with 500,000 residents had been disconnected by Eko Disco (EKEDC) due to unpaid bills.
They said that the non-functioning of the sewage plant had resulted into flooding of the estate by dirty water from the soak away, thus spreading stench odour in the area.
Mr Abdul-Rasak Osho, President, Iponri Housing Estate Residents’ Association, told NAN that the sewage plant constructed by the Lagos State Government was being maintained by the Ministry of the Environment.
“The residents noticed that the sewage plant stopped working about three months ago. We met the engineer-in-charge who told us that the power supply to the plant had been disconnected because LASG owed the EKEDC.
“We bought diesel for them to power the plant but it was exhausted within just five hours. We have appealed to EKEDC to restore the power supply but it said not until the Lagos State Government must have paid what it owed the company.
‘The sewage plant has been under the government care since we bought flats in this estate and government has not told us that it can no longer maintain it.
“Presently, the dirty water has flooded everywhere in the estate. We cannot even pass some routes now because of the flood,” he said.
Osho appealed to the state government to offset the bill so that EKEDC would restore power supply to the sewage plant and safe the estate from the impending epidemic.
Mr Francis Odukoya, the Secretary-General of the association, said that the association had written several letters to the state Ministry of the Environment on the problem.
However, the state government had not replied to any of our correspondence.
“We have written about four letters to the Honourable Commissioner for the Environment as I am speaking to you now.
“They built the sewage plant for the estate and they have been servicing it for us for more than 30 years now, they should not relent on their efforts.
“They should come to our rescue before the residents of the estate start to contact disease because this odour is terrible,” he said.
Mrs Alake Oshodi, an old widow, living in Flat 103 in the estate, told NAN that one of her granddaughters developed illness recently and had been admitted to a private hospital.
“I’m sure the illness was as a result of this dirty water and bad odour in the estate, the government should help us before we all contact cholera,” she cried.
Correspondent could not speak with the engineer in charge of the sewage plant because the main entrance to the place was locked.
Also, none of the officials of the Ministry of the Environment was ready to speak on the issue.
They said they were not permitted to speak to the press.
- 02:36
- Unknown
- Lagos, News
- No comments
A gas explosion on Sunday afternoon occurred at a popular area in Oworonshoki, leaving many residents injured.
Although some residents claimed four persons were killed in the explosion, we cannot independently confirm if anybody died in the accident, but we can tell you that those who were injured have been rushed to Afolabi Hospital for treatment.
The incident which happened at L&K road started from a gas cylinder shop situated around a brothel in the area.
Friday
- 02:54
- Unknown
- catholic, Mother Theresa, News, religion
- No comments
Pope Francis has paved the way for Mother Teresa, the Nobel Prize winning Catholic missionary, to become a saint, according to a new report.
Avvenire, an Italian Catholic daily newspaper, reported that the Pope had credited the late Mother Teresa on Thursday with performing a second—the curing of a Brazilian man of a deadly brain disease after members of the man’s family prayed to Teresa, according to Reuters.
Pope Francis attributed the second miracle to intercession with God, according to the paper, which Reuters reports is required for canonization. Francis is likely to hold a canonization ceremony for Teresa in September, Avvenire reports.
Mother Teresa had previously been beatified in 2003 by Pope John Paul II for performing one miracle; a recognition of one’s entrance into heaven that proceeds sainthood. Two miracles are a requirement for canonization.
The Vatican has not confirmed the miracle’s recognition and has no comment on the report. According to Catholic America magazine, the Church will likely announce the second miracle in the coming days.
- 02:17
- Unknown
- celebrity, Events, mavin, Music, r.e.d album, tiwa savage
- No comments
On Wednesday night, the entertainment industry was buzzing with excitement because Mavin records superstar artist Tiwa Savage’s “R.E.D” Album Listening Party took place.
Many of her fellow artist came out to support, Waje, 9ice, Tomi Odunsi, MC Galaxy, Iceberg Slim and more.and of course her Mavin family Don Jazzy, Dr. Sid, D’Prince, Di’Ja, Korede Bello but most importantly her loyal fans who have been waiting patiently for her comeback.
Fade Ogunro was the host for the night.
See fun photos from the night below.
- 02:08
- Unknown
- Health, HIV/AIDS, News
- No comments
A new hydrogel-based condom that contains antioxidants has been invented by a team of Indian-American scientists at the Texas A&M University Health Science Center. Not only does it contain plant-based antioxidants, which kills the HIV-virus in case of condom breakage but it also uses antioxidants to enhance pleasure. Experts say it is the new big player to join the fight against AIDS
"We are not only making a novel material for condoms to prevent the HIV infection, but we are also aiming to eradicate this infection if possible. Supercondom could help fight against HIV infection and may as well prevent unwanted pregnancy or sexually transmitted diseases. If we succeed, it will revolutionize the HIV prevention initiative"Choudhury, the lead researcher and assistant professor at the Texas A&M Health Science Center's Irma Lerma Rangel College of Pharmacy, said The researchers hope to test the condom within the next six months and then get it released for general usage.
"We are not only making a novel material for condoms to prevent the HIV infection, but we are also aiming to eradicate this infection if possible. Supercondom could help fight against HIV infection and may as well prevent unwanted pregnancy or sexually transmitted diseases. If we succeed, it will revolutionize the HIV prevention initiative"Choudhury, the lead researcher and assistant professor at the Texas A&M Health Science Center's Irma Lerma Rangel College of Pharmacy, said The researchers hope to test the condom within the next six months and then get it released for general usage.
Thursday
- 07:26
- Unknown
- CHELSEA, JOSE MOURINHO, SOCCER, Sports
- No comments
Getty Images
The Portuguese boss, who has been under fire following the Blues' poor start to the season, has been relieved of his duties by club owner Roman Abramovich
Jose Mourinho has been sacked by Chelsea after a meeting with the club's hierarchy on Thursday.
The 52-year-old, who guided Chelsea to the Premier League title last season, ends his second stint at Stamford Bridge with the team languishing in 16th place in the Premier League, registering just 15 points from 16 games.
A statement from Chelsea read: "All at Chelsea thank Jose for his immense contribution since he returned as manager in the summer of 2013.
"His three league titles, FA Cup, Community Shield and three League Cup wins over two spells make him the most successful manager in our 110-year history. But both Jose and the board agreed results have not been good enough this season and believe it is in the best interests of both parties to go our separate ways.
"The club wishes to make clear Jose leaves us on good terms and will always remain a much-loved, respected and significant figure at Chelsea. His legacy at Stamford Bridge and in England has long been guaranteed and he will always be warmly welcomed back to Stamford Bridge.
"The club’s focus is now on ensuring our talented squad reaches its potential.
"There will be no further comment until a new appointment is made."
Mourinho has suffered a turbulent campaign amid reports of unrest in the Chelsea dressing room. Following the side's 2-1 defeat to Leicester City on Monday evening, the Portuguese turned on his players by accusing them on 'betraying' him and claiming that he was the main reason behind their title win last term.
Mourinho also gave a sarcastic assessment of Eden Hazard's injury and claimed the Belgian "had three different perspectives" in just "a few seconds".
- 04:47
- Unknown
- CARS, CHEVROLET, FORD
- No comments
If you’re a performance fan, it’s a great time to drive American. Cadillac builds some of the best sport sedans on the planet. Ford has brought us the Focus RS, a reborn GT, and the Raptor. The Viper ACR is among the most track-capable production cars we’ve seen. The Corvette Z06 tangles with cars multiple times its price. The Hellcats exist.
Then there are these two. Two of America’s greatest nameplates, greatest rivals, and two of the greatest road-legal track cars. From Chevrolet, the Camaro Z/28, a car that chief engineer Al Oppenheiser designed to “beat the shit out of anything Ford can put on the road.” From Ford, the Shelby GT350R, an icon reborn and the answer to Chevrolet’s nasty challenge. They’ve fought on America’s streets, strips, and tracks for nearly 50 years in a titanic war that may well last until the end of the automobile. Today, the two greatest of the breed—indeed, the two best ponycars ever built—meet on the battlefield once again, as the GT350R attempts to slay the former Best Driver’s Car king and take his crown and kingdom.
If your interest lies in objective numbers, you’ll find them here. They’re worth perusing now. These cars are far closer on paper and in the controlled environment of a test facility than you might expect. The GT350R holds a slight advantage in every category, but do results in ideal conditions translate to unpredictable real-world roads and tracks?
The Street
No matter how worthy these cars are of the track, they are still street cars and will spend most of their lives on public roads, so we cannot ignore their real-world performance. In the canyons of Southern California, the cars made their differences clear. How differently can two rear-drive American ponycars with big V-8s and stick shifts drive?
The Z/28 is like the Hulk. It’s angry and brutal, and the harder you hit it, the harder it’ll hit you back. It’s one-dimensional, sacrificing most creature comforts for performance. It’s as old-school as it gets. Stripped down and fitted with stiff fixed-rate dampers, big brakes, and a big engine, it uses brute force to get the job done. The ride is punishing, as if the car is punishing the bad road for punishing you. At first, the car can feel unsettled, as if it never has all four tires on the ground. It doesn’t matter. Once you climb the steep learning curve, you realize this car always has grip somewhere. Even if it’s airborne, it’s going to grip when it hits the ground. You can bang it off ramped curbs, through dips, and over bumps, and it’ll barely flinch. You can’t drive it hard enough to upset it. It’s sort of insensitive. Every poke provokes a haymaker in response. If you want to tangle with it, be sure you’re ready to go the full 12 rounds.
The GT350R is a more modern sports car. Yes, you give up the rear seats, but otherwise you keep your modern conveniences (and it’s still faster than the Z/28). The MR shocks are brilliant, giving a typical muscle car ride in Comfort and firming up nicely in Sport, but it’s never punishing like the Z/28. Clearly, these shocks were designed to be used places besides a racetrack. Bumps that get the Z/28’s tires bouncing are quickly and smoothly dispatched by the GT350R. It dances over the little ones and absorbs the big ones without getting rattled. The lightness and nimbleness compare favorably to supercars; the Camaro, however, always feels big and heavy and brutish, which is endearing in its own way
.
The GT350R is imbued with an unexpected European supercar flavor. That flat-plane V-8, the dexterity and delicacy, the responsiveness—it honestly made me think of the last McLaren I drove, not the Z/28. It feels high-tech and exotic compared to the Z/28’s all-American attitude. Sure, the GT350R still rumbles rather like an American V-8 at idle, but then it blends that with a flat-plane howl. It’s like Artie Shaw’s trombones (ask your grandparents, or Kim Reynolds) played through Metallica’s amplifiers. It revs out forever, and it’s happy to live above 6,000 rpm. The Z/28 will over-rev to 7,200 rpm just fine, but it really feels like you ought to shift, and the glorious sound is pure all-American V-8. It’s a funny dichotomy. The GT350R can safely spin 1,200 rpm faster, and it makes a huge difference. At 4,000 rpm in the Z/28, you’re more than halfway up the range and really in the heart of the power and coming on redline quickly. At 4,000 rpm in the GT350R, you’re not even halfway there, and you’ve got miles of linear power to go. Plus, it’s got a handy upshift light that flashes on the windshield. The Z/28 gives you that classic shove in the back at any rpm (though with a lot of drivetrain lash), but the GT350R is always smooth and deviously quick.
In this way, the GT350R is more like Superman. It doesn’t need to get angry. It’s confident and supremely capable, and it knows it. There’s nothing to prove, no primal rage feeding it. It gets a reaction, but it doesn’t make a scene. It’ll play rough when it needs to, but it prefers grace and balance to brute force. It shrugs off the little jabs and taunts, saving its big moves for when it counts.
Both cars exhibited mild understeer in the very slow hairpins, though the Z/28 seemed to get a bit more. Both would power oversteer at a sharp corner exit, as well, and again the Z/28 was more likely to do so. The important differentiator is how. Like the base car and the last-gen car, the GT350R is snappy at the limit. It drifts a bit, but if you ask for more, it might try to swap ends on you. As such, I was always slightly nervous exiting a corner hard, worried the rear might come around and I might not be quick enough to catch it. The Z/28, however, oversteers smoothly and progressively and can be driven with the tail slightly out all day long—when these two do break traction, the Camaro is easier to control.
The two best ponycars ever built meet once again.
Managing such behavior are two excellent electronic aids. Chevrolet’s Performance Traction Management is among the best on the market, slightly better than Ford’s latest AdvanceTrac system. The difference is in how they engage. Chevy’s system controls wheelspin and oversteer by restricting power rather than cutting it off, which is much smoother and less frustrating. Ford’s system allows as much tomfoolery as Chevy’s, but when it steps in, it cuts power briefly but sharply, creating a frustrating, herky-jerky feel.
We’ve praised the Z/28 for its steering feel, but the GT350R’s is considerably better. It trams less but still gives a little manual steering-style kickback, and it keeps you apprised of the grip situation. What’s more, the various modes just change the weight and don’t mess up the feel. The lightness of the nose, the responsiveness to your inputs, and the quickness with which it tucks into an apex are all worthy of a mid-engine supercar, not a ponycar with an engine on the front axle.
The Z/28’s brakes are indefatigable. The pedal travel before engagement is longer than the GT350R’s, but once engaged, they’re easier to modulate. The GT350R’s brake pedal grabs at the top of its travel and tends to get firm under hard braking, which makes modulation more difficult to sort out.
The shifters are similar in action, though the GT350R’s is better. The gates are a little more precise and the action slightly smoother than in the Z/28, which feels somewhat overbuilt by comparison.
Then there are the splitters. Each has a big, plastic snowplow hanging off its chin, and each gets a workout. I thought the Z/28’s front splitter scraped a lot. I was wrong. The GT350R’s splitter scrapes on everything. Every dip in the road gets a rub. I didn’t hear the Z/28’s splitter drag once while driving hard, but I must’ve heard the GT350R’s at least a half-dozen times. Thankfully, the GT350R’s is unpainted plastic and clearly a wear item. The Z/28’s is painted, much stiffer, and much more likely to take and show damage.
Driving to and from the canyon, there’s no question the GT350R is the more comfortable car. You can drive the Z/28 every day, but you’ll be happier with the GT350R in traffic, on rough roads, and almost everywhere else. On a good road, though, the Z/28 closes the gap significantly, showing indisputably what it was made to do and just how good it is at it. Still, as much as I enjoyed flogging the Z/28 for all it’s worth, in just four corners the GT350R had me uttering out load, “Damn, this car is good.” — Scott Evans
The Track
At the Chuckwalla circuit, an hour into the oddly named Colorado Desert east of Palm Springs, California, the Pony Express has arrived. Both factory track specials, both with 500-plus-horse V-8s, but in very different configurations. The big block versus the revver. Both are on independent suspensions now that the new Mustang chassis has caught up, and both have carbon in the wheelwells: brakes on the Chevy, wheels on the Ford (learn more about the carbon fiber wheels).
We saddle up the familiar Camaro first, expectations high from previous tests. The big 7.0-liter LS7 delivers massive torque down low to a silky clutch as we leave pit lane, and it still pulls hard all the way to 7,000 with a glorious red, white, and blue V-8 bellow. It has a very fat and flexible power curve, not picky about the gear choice. I never miss a shift with the six-speed and grab ’em instantly and aggressively, the feel not that of metallic clicking but more slick and with surprisingly light effort. They must be big gears to handle 481 lb-ft o’ twist, but they cloak their size well.
They’re both great cars, both charismatic and engaging in completely different ways.
The Z/28 rolls on 305-fat Pirelli Trofeos all around, and those monsters make the chassis work. This pony, 213 pounds lighter than the muscle car ZL1 supercharged version, is still hauling 227 pounds more mail than the Shelby R. The steering is quick and sure, and Dynamic Suspensions Spool Valve (DSSV) shocks hold body motions tightly in check. Stiff on the road, they come into their own on track. The Camaro feels brawny, strong, and capable, more linebacker than running back. Combined with a helical limited-slip diff, the balance is good throughout the turn. The diff is torque-sensing, freed up turning in toward the apex then driving the loaded outside rear more on exit. The Z/28 is quite stable on the way in and needs only a little care rolling into the power to stay hooked up.
Where it really shines is in braking. The carbon-ceramic Brembos are world-class. The braking power is so impressive and consistent with intelligent ABS—no hard-pedal-no-brake syndrome, a real confidence builder.
Next, I swing a boot over the brand-new Mustang Shelby GT350R. This is the hottest one, with coolers for the whole drivetrain, like the Z/28. Hardcore track prep. The R has been massaged from end to end for track work. Further, that new integral link rear suspension is a quantum leap ahead in sophistication for all Mustangs, greatly reducing unsprung mass with twice the anti-squat and nearly 10 times the amount of anti-lift for better pitch control during hard acceleration and braking.
Chuckwalla features many long sweepers of changing radii, and the Shelby settles in so beautifully that I don’t ever want to stop. When I do, the brake response is instant and high friction with effort so low I must be careful not to overdo it, using only my big toe. The Ford ABS has been to college because it’s way better educated than in past Mustangs, which could get scary when it intervened. With no evident fade, the GT350R stops well, but the Z/28 is still better in this department.
The GT350R sticks so securely in the corner entry phase that less braking is even necessary. It fills the friction circle so well. This chassis accepts midcorner adjustments with a lovely, stable balance—a sensory driving pleasure. Note: If a quick correction is needed (more likely in the non-R GT350), the electric-assist steering cannot keep up in Sport, so I put it in Comfort: speed over feel. But when I go to the throttle and drive off the corner the real R magic is revealed. This Mustang hooks up! It grabs the ground more with claws than horseshoes. The tires and geometry reward acceleration, not smoky sideways wheelspin. Nicely tuned, Shelby team. This chassis blends lateral g’s and acceleration very well.
On the slippery, old asphalt of the Chuckwalla airstrip, drag races support the GT350R’s traction. The Camaro spins far more while the R drives away, highlighting the one trait where this Mustang is clearly superior: putting power to the ground.
The results should be no surprise. In the quarter mile, the lighter GT350R clips the Z/28 with a 12.1-second pass at 119.6 mph to the Camaro’s 12.3 seconds at 116.1.
At Chuckwalla Valley Raceway, the Z/28 laid down a fast lap of 1:59.03. The GT350R: 1:57.87. — Randy Pobst
The End?
As with any comparison, it’s the new car’s fight to lose. The GT350R faced a stout competitor in the Z/28 and a healthy skepticism from the judges. They’re both great cars, both charismatic and engaging in completely different ways. Owners will love them and defend them to the ends of the earth, and they won’t be wrong. But the GT350R does everything at least a little better than the Z/28, if not significantly better. It’s a matter of degrees, but other than personal preference, there’s no disputing the GT350R’s win. It’s more technical decision than outright knockout, but it’s an unqualified win for the GT350R nonetheless.
The king is dead. Long live the king.
Still one of the best-handling cars we’ve driven, the Z/28 put up a hell of a fight. We can’t wait for the next Z/28 so we can do this again.
First Place: 2016 Ford Shelby GT350R Mustang
Float like a Lotus, sting like a Ferrari. The GT350R outperforms the Z/28 by at least a few degrees in every measure, objective and subjective, and does it loaded with creature comforts and a better ride. Meet the new king of the road.
2015 Chevrolet Camaro Z/28 | 2016 Ford Shelby GT350R Mustang
POWERTRAIN/CHASSIS-
DRIVETRAIN LAYOUT- Front-engine, RWD Front-engine, RWD
ENGINE TYPE -90-deg V-8, aluminum block/heads 90-deg V-8, alum block/heads
VALVETRAIN- OHV, 2 valves/cyl DOHC, 4 valves/cyl
DISPLACEMENT- 427.9 cu in/7,011 cc 315.1 cu in/5,163 cc
COMPRESSION RATIO- 11.0:1 12.0:1
POWER (SAE NET) -505 hp @ 6,100 rpm* 526 hp @ 7,500 rpm
TORQUE (SAE NET)- 481 lb-ft @ 4,800 rpm* 429 lb-ft @ 4,750 rpm
REDLINE- 7,000 rpm 8,250 rpm
WEIGHT TO POWER- 7.7 lb/hp 6.9 lb/hp
TRANSMISSION- 6-speed manual 6-speed manual
AXLE/FINAL-DRIVE RATIO- 3.91:1/2.46:1 3.73:1/2.35:1
SUSPENSION, FRONT; REAR- Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar Struts, coil springs, adj shocks, anti-roll bar; multi-link, coil springs, adj shocks, anti-roll bar
STEERING RATIO- 16.1:1 16.5:1
TURNS LOCK-TO-LOCK- 2.5 2.6
BRAKES, F;R-15.5-in vented, drilled, carbon ceramic disc; 15.3-in vented, drilled, carbon ceramic disc, ABS 15.5-in vented, drilled disc; 12.6-in vented, drilled disc, ABS
WHEELS -11.0 x 19-in; 11.5 x 19-in, forged aluminum 11.0 x 19-in; 11.5 x 19-in, carbon-fiber
TIRES- 305/30R19 102Y Pirelli P Zero Trofeo R 305/30ZR19 98Y; 315/30ZR19 100Y Michelin Pilot Sport Cup 2
DIMENSIONS-
WHEELBASE-112.3 in 107.1 in
TRACK, F/R- 66.1/64.7 in 63.3/63.7 in
LENGTH x WIDTH x HEIGHT- 192.3 x 76.9 x 52.4 in 189.7 x 75.9 x 53.6 in
TURNING CIRCLE- 37.7 ft 40.4 ft
CURB WEIGHT- 3,882 lb 3,650 lb (mfr)
WEIGHT DIST.,- F/R 53/47 % 54/46 %
SEATING CAPACITY- 4 2
HEADROOM, -F/R 37.4/35.3 in 37.6/ – in
LEGROOM, F/R- 42.4/29.9 in 44.5/ – in
SHOULDER ROOM, F/R- 56.9/42.5 in 56.3/ – in
CARGO VOLUME -11.3 cu ft 13.5 cu ft
TEST DATA-
ACCELERATION TO MPH-
0-30 1.6 sec 1.6 sec
0-40 2.3 2.3
0-50 3.0 3.0
0-60 4.0 3.9
0-70 4.9 4.8
0-80 6.2 5.9
0-90 7.5 7.2
0-100 9.0 8.5
PASSING, 45-65 MPH 1.8 1.7
QUARTER MILE 12.3 sec @ 116.1 mph 12.1 sec @ 119.6 mph
BRAKING, 60-0 MPH 100 ft 96 ft
LATERAL ACCELERATION 1.08 g (avg) 1.09 g (avg)
MT FIGURE EIGHT 23.6 sec @ 0.89 g (avg) 23.3 sec @ 0.87 g (avg)
2.7-MI ROAD COURSE LAP 119.03 sec 117.87 sec
TOP-GEAR REVS @ 60 MPH 1,950 rpm 1,800 rpm
CONSUMER INFO
BASE PRICE $75,000 $63,495
PRICE AS TESTED $76,150 $66,970
STABILITY/TRACTION CONTROL Yes/Yes Yes/Yes
AIRBAGS Dual front, front side, f/r rear curtain Dual front, front side, f/r curtain, front knee
BASIC WARRANTY 3 yrs/36,000 miles 3 yrs/36,000 miles
POWERTRAIN WARRANTY 5 yrs/100,000 miles 3 yrs/36,000 miles
ROADSIDE ASSISTANCE 5 yrs/100,000 miles 3 yrs/36,000 miles
FUEL CAPACITY 19.0 gal 16.0 gal
EPA CITY/HWY/COMB ECON 13/19/15 mpg 14/21/16 mpg
ENERGY CONS., CITY/HWY 259/177 kW-hrs/100 miles 241/160 kW-hrs/100 miles
CO2 EMISSIONS 1.28 lb/mile 1.18 lb/mile
RECOMMENDED FUEL Unleaded premium Unleaded premium
At the Chuckwalla circuit, an hour into the oddly named Colorado Desert east of Palm Springs, California, the Pony Express has arrived. Both factory track specials, both with 500-plus-horse V-8s, but in very different configurations. The big block versus the revver. Both are on independent suspensions now that the new Mustang chassis has caught up, and both have carbon in the wheelwells: brakes on the Chevy, wheels on the Ford (learn more about the carbon fiber wheels).
We saddle up the familiar Camaro first, expectations high from previous tests. The big 7.0-liter LS7 delivers massive torque down low to a silky clutch as we leave pit lane, and it still pulls hard all the way to 7,000 with a glorious red, white, and blue V-8 bellow. It has a very fat and flexible power curve, not picky about the gear choice. I never miss a shift with the six-speed and grab ’em instantly and aggressively, the feel not that of metallic clicking but more slick and with surprisingly light effort. They must be big gears to handle 481 lb-ft o’ twist, but they cloak their size well.
They’re both great cars, both charismatic and engaging in completely different ways.
The Z/28 rolls on 305-fat Pirelli Trofeos all around, and those monsters make the chassis work. This pony, 213 pounds lighter than the muscle car ZL1 supercharged version, is still hauling 227 pounds more mail than the Shelby R. The steering is quick and sure, and Dynamic Suspensions Spool Valve (DSSV) shocks hold body motions tightly in check. Stiff on the road, they come into their own on track. The Camaro feels brawny, strong, and capable, more linebacker than running back. Combined with a helical limited-slip diff, the balance is good throughout the turn. The diff is torque-sensing, freed up turning in toward the apex then driving the loaded outside rear more on exit. The Z/28 is quite stable on the way in and needs only a little care rolling into the power to stay hooked up.
Where it really shines is in braking. The carbon-ceramic Brembos are world-class. The braking power is so impressive and consistent with intelligent ABS—no hard-pedal-no-brake syndrome, a real confidence builder.
Next, I swing a boot over the brand-new Mustang Shelby GT350R. This is the hottest one, with coolers for the whole drivetrain, like the Z/28. Hardcore track prep. The R has been massaged from end to end for track work. Further, that new integral link rear suspension is a quantum leap ahead in sophistication for all Mustangs, greatly reducing unsprung mass with twice the anti-squat and nearly 10 times the amount of anti-lift for better pitch control during hard acceleration and braking.
Joining the track, I shift early by mistake, not yet conditioned for the way the engine just keeps climbing, up and up to an 8,250-rpm peak. From four to eight, this engine pours on the torque, but it’s rather lazy below that, in stark contrast to the LS7. But on this track, I’m never down there, so who cares? It’s satisfying to tach out a gear and feel the power continue to surge. The exhaust note doesn’t rumble like the Chevy and doesn’t wail like a flat-plane Ferrari V-8. It’s a meaty mix of both, a stirring new hit in the top 10 countdown. It’s not the smoothest engine ever, with a mild buzz that accompanies those revs.
Chuckwalla features many long sweepers of changing radii, and the Shelby settles in so beautifully that I don’t ever want to stop. When I do, the brake response is instant and high friction with effort so low I must be careful not to overdo it, using only my big toe. The Ford ABS has been to college because it’s way better educated than in past Mustangs, which could get scary when it intervened. With no evident fade, the GT350R stops well, but the Z/28 is still better in this department.
The GT350R sticks so securely in the corner entry phase that less braking is even necessary. It fills the friction circle so well. This chassis accepts midcorner adjustments with a lovely, stable balance—a sensory driving pleasure. Note: If a quick correction is needed (more likely in the non-R GT350), the electric-assist steering cannot keep up in Sport, so I put it in Comfort: speed over feel. But when I go to the throttle and drive off the corner the real R magic is revealed. This Mustang hooks up! It grabs the ground more with claws than horseshoes. The tires and geometry reward acceleration, not smoky sideways wheelspin. Nicely tuned, Shelby team. This chassis blends lateral g’s and acceleration very well.
On the slippery, old asphalt of the Chuckwalla airstrip, drag races support the GT350R’s traction. The Camaro spins far more while the R drives away, highlighting the one trait where this Mustang is clearly superior: putting power to the ground.
The results should be no surprise. In the quarter mile, the lighter GT350R clips the Z/28 with a 12.1-second pass at 119.6 mph to the Camaro’s 12.3 seconds at 116.1.
At Chuckwalla Valley Raceway, the Z/28 laid down a fast lap of 1:59.03. The GT350R: 1:57.87. — Randy Pobst
The End?
As with any comparison, it’s the new car’s fight to lose. The GT350R faced a stout competitor in the Z/28 and a healthy skepticism from the judges. They’re both great cars, both charismatic and engaging in completely different ways. Owners will love them and defend them to the ends of the earth, and they won’t be wrong. But the GT350R does everything at least a little better than the Z/28, if not significantly better. It’s a matter of degrees, but other than personal preference, there’s no disputing the GT350R’s win. It’s more technical decision than outright knockout, but it’s an unqualified win for the GT350R nonetheless.
The king is dead. Long live the king.
Second Place: 2015 Chevy Camaro Z/28
Still one of the best-handling cars we’ve driven, the Z/28 put up a hell of a fight. We can’t wait for the next Z/28 so we can do this again.
First Place: 2016 Ford Shelby GT350R Mustang
Float like a Lotus, sting like a Ferrari. The GT350R outperforms the Z/28 by at least a few degrees in every measure, objective and subjective, and does it loaded with creature comforts and a better ride. Meet the new king of the road.
2015 Chevrolet Camaro Z/28 | 2016 Ford Shelby GT350R Mustang
POWERTRAIN/CHASSIS-
DRIVETRAIN LAYOUT- Front-engine, RWD Front-engine, RWD
ENGINE TYPE -90-deg V-8, aluminum block/heads 90-deg V-8, alum block/heads
VALVETRAIN- OHV, 2 valves/cyl DOHC, 4 valves/cyl
DISPLACEMENT- 427.9 cu in/7,011 cc 315.1 cu in/5,163 cc
COMPRESSION RATIO- 11.0:1 12.0:1
POWER (SAE NET) -505 hp @ 6,100 rpm* 526 hp @ 7,500 rpm
TORQUE (SAE NET)- 481 lb-ft @ 4,800 rpm* 429 lb-ft @ 4,750 rpm
REDLINE- 7,000 rpm 8,250 rpm
WEIGHT TO POWER- 7.7 lb/hp 6.9 lb/hp
TRANSMISSION- 6-speed manual 6-speed manual
AXLE/FINAL-DRIVE RATIO- 3.91:1/2.46:1 3.73:1/2.35:1
SUSPENSION, FRONT; REAR- Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar Struts, coil springs, adj shocks, anti-roll bar; multi-link, coil springs, adj shocks, anti-roll bar
STEERING RATIO- 16.1:1 16.5:1
TURNS LOCK-TO-LOCK- 2.5 2.6
BRAKES, F;R-15.5-in vented, drilled, carbon ceramic disc; 15.3-in vented, drilled, carbon ceramic disc, ABS 15.5-in vented, drilled disc; 12.6-in vented, drilled disc, ABS
WHEELS -11.0 x 19-in; 11.5 x 19-in, forged aluminum 11.0 x 19-in; 11.5 x 19-in, carbon-fiber
TIRES- 305/30R19 102Y Pirelli P Zero Trofeo R 305/30ZR19 98Y; 315/30ZR19 100Y Michelin Pilot Sport Cup 2
DIMENSIONS-
WHEELBASE-112.3 in 107.1 in
TRACK, F/R- 66.1/64.7 in 63.3/63.7 in
LENGTH x WIDTH x HEIGHT- 192.3 x 76.9 x 52.4 in 189.7 x 75.9 x 53.6 in
TURNING CIRCLE- 37.7 ft 40.4 ft
CURB WEIGHT- 3,882 lb 3,650 lb (mfr)
WEIGHT DIST.,- F/R 53/47 % 54/46 %
SEATING CAPACITY- 4 2
HEADROOM, -F/R 37.4/35.3 in 37.6/ – in
LEGROOM, F/R- 42.4/29.9 in 44.5/ – in
SHOULDER ROOM, F/R- 56.9/42.5 in 56.3/ – in
CARGO VOLUME -11.3 cu ft 13.5 cu ft
TEST DATA-
ACCELERATION TO MPH-
0-30 1.6 sec 1.6 sec
0-40 2.3 2.3
0-50 3.0 3.0
0-60 4.0 3.9
0-70 4.9 4.8
0-80 6.2 5.9
0-90 7.5 7.2
0-100 9.0 8.5
PASSING, 45-65 MPH 1.8 1.7
QUARTER MILE 12.3 sec @ 116.1 mph 12.1 sec @ 119.6 mph
BRAKING, 60-0 MPH 100 ft 96 ft
LATERAL ACCELERATION 1.08 g (avg) 1.09 g (avg)
MT FIGURE EIGHT 23.6 sec @ 0.89 g (avg) 23.3 sec @ 0.87 g (avg)
2.7-MI ROAD COURSE LAP 119.03 sec 117.87 sec
TOP-GEAR REVS @ 60 MPH 1,950 rpm 1,800 rpm
CONSUMER INFO
BASE PRICE $75,000 $63,495
PRICE AS TESTED $76,150 $66,970
STABILITY/TRACTION CONTROL Yes/Yes Yes/Yes
AIRBAGS Dual front, front side, f/r rear curtain Dual front, front side, f/r curtain, front knee
BASIC WARRANTY 3 yrs/36,000 miles 3 yrs/36,000 miles
POWERTRAIN WARRANTY 5 yrs/100,000 miles 3 yrs/36,000 miles
ROADSIDE ASSISTANCE 5 yrs/100,000 miles 3 yrs/36,000 miles
FUEL CAPACITY 19.0 gal 16.0 gal
EPA CITY/HWY/COMB ECON 13/19/15 mpg 14/21/16 mpg
ENERGY CONS., CITY/HWY 259/177 kW-hrs/100 miles 241/160 kW-hrs/100 miles
CO2 EMISSIONS 1.28 lb/mile 1.18 lb/mile
RECOMMENDED FUEL Unleaded premium Unleaded premium
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