All three cars maintain a loyal following, swiping past 100kph in around 4secs and laying claim to 300+kph.

It's kids with too much money, too much time on their hands and no commonsense that you'll find fooling around in the silly side of the morning - in dangerously quick cars - cruising until the cockerels crow. Windows are tinted, cars lowered to the ground, caps are on backwards, right?

And what sporty specimens of the automotive kind you'll find too, at this time of night. So, I wasn't prepared for the bubble to burst (hard and loud) when, one night, I was horrified to find nothing but hideous Honda Accords dressed in counterfeit decals and chrome exhaust tips, Lancers treated to much the same - and the occasional Lumina, lowered and under-lit. What is this world coming too? Hoofing around in the midnight hour is a lot of fun, but for heaven's sake drive something with an ounce of street cred, please. With a bee in our bonnet we set out to shadow the haunts made popular by these insipid insomniacs, to show them how it's done.

We chose Tuesday (for reasons unknown to me) but, more importantly, we also dearly needed something quite special. It's the height of summer, with the early hours of the day dishing up a dirty 36-degrees, so we obviously needed something comfortable with air-conditioning. Being argumentative sods we couldn't collectively decide on a car, so the evo 'team of three' handpicked a car apiece. One thing I knew we had to share was the need to grab attention. They had to be quick. Fast too. We also required some illustrious badges, to draw in the crowds whenever we parked up outside an eatery or stopped, frequently, for fuel. And for the purpose of a test, we had to wear a sensible hat and choose cars from the same sector. As it turned out, we plumped for three cars with a loyal following, each swiping past 100kph in around 4secs and laying claim to 300+kph. They were all two-seaters, bar the 911 - which thinks a lip of a ledge will suffice as a rear seat. Everything else, so it seemed, was the same... but the price.

Over the following few days, leading up to the most momentous Tuesday we were ever likely to witness, three car park spaces at evo HQ filled up with our late night ninjas; a Porsche 911 Turbo, Corvette Z06 and a Ferrari F430. It was clear we would spend most of our time requesting 'full', 'special.' But what fun!

Edging out of the evo car park at 8pm, we struck away an hour around Dubai Media City and its many dusty, windswept roundabouts. Our task, whether we wanted to admit it or not, was somewhat of a shake-up, to see if the F430 could trouble the mighty Turbo, or better still; if the cheap and cheerful Corvette could prey on the Porsche? Within the four walls of the evo office, it was a foregone conclusion. But this verdict was about to be belittled as we exit our first sand-strewn Media City side street, stupidly, sideways.

Clearly the pedestal-friendly Porsche 911 Turbo is the car to beat tonight, no doubt about it. Although many other variants have been and gone, it's the boosted model of the 911 that captured a nation of millions back in the mid-Seventies and has continued to do so ever since. So when people say 911, nine times out of ten they mean 'Turbo'. After all, it's the most accomplished sports car in the world, right?

If nothing else the 911 Turbo is the most compact car here, a conclusion that is shared by all three of us. Jumping from car to car, for the cover shot, made me realise - for example - what a compromise the North American leviathan actually is, when the 911 is in close proximity. Unlike the Corvette there are no real blind spots to be found in the 911, instead a reassuring view of the two-mounds of light clusters up front. Good mirrors too. They may not be as big as those fixed to the doors of the Ferrari or the Corvette, but the most practical here by far. The seats are comfy too. In truth the 911, for me, is the most complete machine in this illustrious gathering. There is grip (lots of it too) and power, speed and stomach-notching acceleration. There's also an immediate lack of both under and oversteer, a neutral essence to the 911 if you will, which means the sandy streets of Media City won't turn this Porsche (unlike the 505bhp Z06) into a trouser tainter tonight.

Specification
CORVETTE Z06
Engine: V8
Location: Front, longitudinal
Displacement: 7011cc
Max power: 505bhp @ 6300rpm
Max torque: 470lb ft @ 4800rpm 
Weight (kerb): 1420kg
Power-to-weight: 361bhp/ton
0-100kph: 3.7sec (claimed)
Top speed: 320kph (claimed)
Basic price: $ 68,012
On sale: Now

'The fact that Motoring Ed Bassam in the Yank tank
is no longer there is more worrying, as the nose
of the muscle car fills my driver's side wing mirror'

As a development of the Type 997 911, the Turbo sort of loses itself amongst the other cars on the Middle East highways, as yet another commonplace 911. Yet inside, looking out - hands gripped snugly around the Stuttgart-crested steering wheel - it is the be-all and end-all. Lapped in leather you observe, in the rear view mirror, the bi-plane spoiler ducking and diving up and down, speed according. And, for the love of money, tonight it'll spend more time up than down - thanks to a 3.6-litre dry-sumped horizontally opposed engine (previously found in the GT3 and the older Turbo), with bigger bore and a shorter stroke. Again, VarioCam Plus variable camshaft timing is at play, as are two variable vein turbochargers. These veins are designed to reduce turbo lag at low rpm, opening up the floodgates once a higher rpm is reached.

Forgive my ignorance though, but are we in a 1980s on/off charged 911, for all I can see is no speed or silly speed - the latter, more often as not, making itself known mid corner. 480bhp, and a 'near as damn it' figure of torque, means a slingshot action once the target of 4000rpm is reached. There is plenty of technology worth a mention, but for the purpose of speeding things up the only thing worth noting is that it's the only all-wheel drive car in our three-car line up. I thought that the 911 Turbo, dressed in aluminium doors, would be the lightest of the trio, but it is not.

This is probably why I can't shake off the yellow Corvette in my rear-view mirror? The fact that 'Motoring Ed' Bassam in the Yank tank is no longer there is more worrying - as the nose of the muscle car fills my driver's side wing mirror. This is the first time I've driven a Turbo, of any era, and heck it's quick. Starting on the comfort settings, the 911 is nudged up to sport-mode for the first half of our all-nighter; only returned to the comfort setting later on in the early morning stages, when patience would be running on reserve. Sharper throttle response and damper rigidity is mighty fun before midnight, but a bore when all you want is the comfort of a ten-tog duvet. But for now I'm on the ball, and the stiffer suspension settings are making me smile. Unlike the older 911's the latest Turbo digs in, encouraging stomping exits from every turn. This ilk of Porsche has a reputation, which is just deserved, but somehow I find the handling quite reassuring and not as devilish as some may have suggested. The brakes though (the same 6pot front callipers found on the $ 350,000 Carrera GT) worry me that we're not going to hold up the horses, as we meet with Beach Road. I soon realise the stoppers need a healthy prop to halt you. Nevertheless, at the next intersection I lose my nerve. The Corvette finally powers past. But what do you expect? The Corvette's got an additional 25bhp, and better brakes by the looks of it as 'late-brake Bassam' grinds to a halt outside Burj Al Arab, the bassy V8 boom looming from the inside lane.

It's longer too, wider, brighter; with nearly twice as many litres that demand twice as many fuel stops. But, best of all, it's half the price of the 911 it's parked next to. No bones about it the Z06 Corvette is the best 'bang for the buck' sports car here at the lights. It's clearly just as quick as the Porsche and the Ferrari, hands down faster than both - and that's before we get into the nitty-gritty intermediate gear timings. Between lights, on Beach Road, the Z06 it still accelerating - while the Italian and German duke it out amongst themselves, somewhere behind. It may not have the badge, or the credibility, but did you take note of the price? Weirdly enough it's the most practical, volunteered as tonight's chosen mule for evo-staff photographer Alejandro's camera equipment and our bottles of refreshment. It's a breeze to drive around too, due to a gazillion tons of torque, making it possible to shuffle off the traffic lights in fifth gear, with but a mere jolt, before crazy speeds seemingly fall out of nowhere. OK, reversing is a pain in the rear, with poor overall visibility, but boy was it hard to prise Bassam out of the driver's seat. And it was clear why, with that thunder crashing around you once you lean heavily on the accelerator.

Specification
PORSCHE 911 TURBO
Engine: Flat six
Location: Mid, longitudinal
Displacement: 3600cc
Max power: 472bhp @ 6000rpm
Max torque: 457lb ft @ 1950rpm
Weight (kerb): 1585kg
Power-to-weight: 303bhp/ton
0-100kph: 4.0sec (claimed)
Top speed: 309kph (claimed)
Basic price: $ 121,121
On sale: Now

'I personally saw 287kph glowing in green, on this very screen, and I can report it was probably the most-unstable moment of my life'

It was also the Vette that reeled in the cops, the first of many times that night. I was surprised that it wasn't the fashion police, in all their glory, coming to tow us away for gross automotive indecency. The Z06 really is that bad inside, forcing you to squint your eyes in an attempt to ignore the grey Deloreanesque dash-cladding, crude shaky gear-shifter and the nasty plastic switchgear. The only thing worth keeping your beads open for is the illuminated digital head-up windshield display. I personally saw 287kph glowing in green, on this very screen, and I can report it was probably the most-unstable moment of my life. Scary thing is, it'll do a staggering 320kph... now that would be a worrying time. Even at a shade under 290kph you really do need to have your wits about you, and two brave guardian angels nervously perched on each shoulder. It really is a taskmaster out on the road at speed, no doubt about it; understeering on turn in, snapping to oversteer once you try to put the power down. It also bangs over uneven tarmac, and has a rather numb feel to the steering. In the right hands though - that would be Bassam's - the Z06 is a wild party, but it's exhausting to say the least.

It may be lacking in so many ways, but the good bits are so very hard to ignore. You can squint all you want, when the budget brawn-mobile is around, but remember to open them wide for the most expensive of our fleet tonight; the Ferrari F430. It's not only the most expensive, it is also the most expensive looking and feeling. At least you only need one angel sat in the passenger seat, a casual one at that (slumped reading a light novel), as you max-out at top speed. It is at this point you realise where twice the asking price comes from. We may plug the bottom-of-the-chart cost of the Z06 as a plus point, but somehow (the Z06's F430 slaying ability aside) the Ferrari is worth every extra cent. The Ferrari really seems a mugs buy, alongside its clearly cheaper and crudely-competent contender, yet the F430 still stands head, shoulders, knees and toes over anything we have wheeled out tonight.

While I wished for tinted windows in the Z06, fearing I'd be seen piloting the custard coloured Corvette, darting around in the Turbo far away from anyone I know just in case I spun in the middle of the road, I'd probably make every available detour to ensure maximum exposure once I had my hands on the Ferrari. Problem being, everyone I know has better things to do at 2am on a Tuesday morning, than be looking out of their apartment window as I showboat past.

Finally the 2am hand-over arrives, allowing me to quickly switch the Corvette keys for the rather uninspiring red fob that looks like it should open a tool box - and not the door to one of the greatest road-going Ferraris of current time.

As I suspected, I already have a hawk-like eye open for people I know. But tonight it's waifs and strays hanging on street corners, not the sort of folks you really want to attract the attention of. Yet this did little to thwart the party trick that starts by pressing a pedal in the foot-well, which in turn pulls a few strings connected to the 4.3-litre V8 slung behind the two seats. This emits a sharp bark, enough to wake the deceased two continents away. Think Formula 1, think Harrier Jump Jet, hell, think Hound of the Baskervilles...

With night-time delirium setting in, I start fiddling with the F1 sequential paddle-shift options, on the fixed-paddle steering wheel. With five options to choose from, you have a number of modes to suit your mood. There is one for ice, one for low grip, a mode for sport, race and another one that turns everything off. This includes your nerve, remember. I'm getting very tired, but not stupid. I continue my stint with the prancing horse without once turning the CST traction control off, not even in a straight line.'We've been running in close formation from dusk till dawn, nose to tail, mirror to mirror, as we dragged from light to light...'Maybe this is because the steering feels a bit, well, light, compared to the other two cars careering all over the place behind me. Light it may be but the F430 is stunningly sharp, allowing you to point and shoot the front of the Ferrari with impeccable finesse. And it goes wherever you want it to. The 911 maybe a great handling car, but the F430 is awesome.

The Ferrari talks non-stop to you, of road condition, every second on the second. I'm really liking this car, and what a perfect example to spend the remainder of the night in. There's no fear of me falling asleep at the wheel of the Ferrari, whatsoever, the firm seat with wafer-thin padding by far the least comfortable of seats I've sat in tonight. In truth I'm not entirely taken with the simplicity of the inside of the F430 interior full stop, in my mind a bit thrown-together, but still annoyingly intoxicating. If you can ignore the dastardly doings of the Corvette I guess you can just about give the men from Maranello a break too.

After all they've created a fantastic reason for killing the hours when most sleep, but can you use this particular product every day, in rush-hour traffic perhaps? Actually yes. The Corvette may have bags of room out the back, but the Ferrari has a sensible front-end under-bonnet boot area. As does the Porsche. There's even enough space behind the seats, on both the Italian and the German automobile, for - yes you guessed it - a set of golf clubs. All three cars are spacious inside, for driver and passenger too.

But the 911 is too wild and erratic, for a daily driver power, due to its frantic on-boost power delivery, demanding too much attention, the Z06 way too heavy and loud. Surprisingly the hardcore Ferrari is the most consistent here - smooth, effortless (even in sport mode) and easily the most entertaining. In terms of braking, it's one of the best too - thanks to this particular F430 being fitted with the optional ceramic brakes, solid and dependable - which is a relief, knowing my attention span is starting to wane in the most expensive of our test trio.

It's tipping over into the silly hour, as the digital display flicks to 4am and I, for one, am starving. Hungry, sleep deprived and with no reprise from the humidity we all giggle our way up and down Sheikh Zayed road, on the hunt for food. We finally find a restaurant that is just opening for breakfast. Both the Z06 and the F430 have issues with outward visibility, chunky rear pillars deleting a great expanse from your peripheral view. These massive blind spots make lane-changing, and reversing into narrow car park spaces in the early hours of the morning, a challenge. In time, though, a bag of bagels and assorted pastries makes its way to the famished few, refreshed with more water and time to reflect on the night's nonsense. It's the first time we've actually stopped to exchange experiences. We've been running in close formation from dusk till dawn, nose to tail, mirror to mirror in some cases, as we dragged from light to light - but every car is so different that, I'm guessing we've all had a very different night indeed.

Describing the image that follows, pretty much, sums up the pecking order here tonight: Sandwiches, water bottles, napkins and relish are laid on top of the bi-plane rear wing of the Turbo, while we three drivers pick a corner of the plastic fantastic Z06 to sit on. And what are we all gazing longingly at, while we dine? Yes, you guessed it.

I know, the new 911 Turbo is a truly wonderful machine, and I'm in love. It goes, and turns well - at almost any speed - but I'm still left wanting. The Porsche really is the great all-rounder here, but then the Corvette makes oodles of sense with its pittance of a price tag. But the grass, as they say, is always greener and in this case, I hasten to add, it has a prancing horse grazing on it.

Laugh, if you will, as I slink off as the sunrises high in the slowest, most expensive car of the three, but it truly is the most fun to drive - with its stunning chassis and incredible sound - and has not stopped entertaining me all night, whether from behind the wheel, following closely behind in either the Porsche or Corvette, or parked up as I enjoy the last bite of my bagel.

Specification
FERRARI F430
Engine: V8
Location: Mid, longitudinal
Displacement: 4308cc
Max power: 483bhp @ 8500rpm
Max torque: 343lb ft @ 5250rpm
Weight (kerb): 1453kg
Power-to-weight: 342bhp/ton
0-100kph: 4.0sec (claimed)
Top speed: 315kph (claimed)
Basic price: $ 231,444 (with ceramic option)
On sale: Now