1996 Chevrolet Monte Carlo Z34 Vs 1996 Ford Thunderbird LX - S

Into Turn Three on the last lap and Jarrett makes a blocking move, dropping his Ford Thunderbird to the bottom of the banking. Earnhardt is gonna try the high side in his Chevrolet Monte Carlo. Jarrett tries to force The Intimidator high. Earnhardt won't budge. The Monte Carlo pulls ahead as they accelerate off the turn! They touch! Earnhardt's spotter shouts instructions over his two-way radio. "How many times do I have to tell you nitwits to hold your positions?"

Uh, back to reality. Rather than helpful advice from a spotter high above the grandstand, the radio spewed a fantasy-spoiling rebuke from our agitated photographer. "You're running too close together and accelerating too close to the photo van as we exit Turn Four!" Instead of a 190-mph duel at Daytona, it was a 50-mph photo formation on the 17-degree banking of Mesa Marin Raceway, a half-mile oval track near Bakersfield, California. And instead of Winston Cup stock cars we were driving dead-stock versions of the Ford Thunderbird LX and Chevrolet Monte Carlo Z34. Still, the racers inside us unconsciously squeezed in on each other-so much that outside mirrors kissed a couple of times-and fed in more gas as we exited Four, once again spoiling the photographer's focus and framing.

This fantasy of mixin' it up with the NASCAR stars is shared by millions of fans, the most dedicated of whom show their allegiance to their favorite driver by purchasing a new Thunderbird or a Monte Carlo, the two leading model names in Winston Cup racing. So, while the two Dales (Jarrett and Earnhardt) battled for the early '96 season points lead, we matched up road-going versions of the Thunderbird LX and Monte Carlo Z34 for a showdown of our own.

For '96, the rear-drive T-bird gets some subtle but appealing external refinements: a new hood, front and rear bumper coverings, redesigned reflector headlamps with clear parking-light lenses, and color-keyed lower body cladding and door handles. But the most obvious exterior enhancement is a more prominent Thunderbird icon in a larger grille opening.

As it has been since '94, Ford's personal luxury coupe is offered with a 4.6-liter/205-horsepower SOHC V-8. For '96 it gets a bevy of upgrades, led by a composite intake manifold with a repositioned throttle that improves airflow. Also new are lighter valve springs that allow the engine to spin the tach needle faster, a baffle-filled deep-sump oil pan with low-oil-level sensor, and a new standard oil cooler. Combined, these improvements boost this smooth, sonorous mill's peak torque by 15 pound-feet to a stout 280 at 3000 rpm; the horsepower remains 205 at 4250 rpm.

The biggest change to the rear-drive Thunderbird line for '96 is the cancellation of the slow-selling Thunderbird SC and its 3.8-liter/230-horse OHV supercharged V-6. This leaves the Thunderbird LX as the sole model choice and the 4.6-liter as the fastest T-bird variant. Although the SC is dead, its engine block lives on as the basis for the Thunderbird's standard engine, the 3.8-liter/145-horse OHV V-6. The only transmission available with either engine is an electronically controlled four-speed automatic.

Highlighting the Monte Carlo's minimal changes for '96 are standard rear disc brakes on the Z34. Other additions include separate heating and air conditioning controls for the passenger and driver, a leather-wrapped steering wheel withauxiliary radio controls, and a Z34-standard trunk-mounted cargo net.