There was a recent article by Edmunds (car people) and they said they posted a 5.3 sec 0 - 60 time & a 14.1 1/4 mile time with the 6 speed manual. The editors noted that there is more left on the table / quicker times to be had, because they are not used to shifting with their left hands.

In my 2004 GTP Comp G, the best 0 - 60 I could ever get was 5.5, and my fastest 1/4 mile was 14.14.

So any car that gets a 5.3 by magazine test drives can probably see a 5.1 0 - 60 time & I'm thinking anywhere from a best 13.5 - 13.9 1/4 mile times in stock form.

With a CAI & PCM tuning only, can you imagine a 13.3 - 13.5 consistant times. :boink:

I cannot wait for this! Oh, the link for the article is below....

http://www.edmunds.com/insideline/do/Drives/FullTests/articleId=120615?tid=edmunds.il.home.photopanel..1 .*

mike-
ive never been really good at figuring quater mile times, what do you think a gator with a CAI, tune, headers, exhaust, cam and underdrive pulley (aprox. 525 rwhp) would run 0-60 and the quater?

Very funny Six, I'm not sure I could give an accurate time with all those mods.

525 rwhp = about 600 eng hp

The quarter mile acceleration time of a car that weighs 4100 pounds and has 600 horsepower is 11.053 seconds.

The speed is 123.328843902429 mph.
http://www.web-cars.com/math/qtr_mile.html

Realistically, out of the box.
The quarter mile acceleration time of a car that weighs 4100 pounds and has 362 horsepower is 13.081 seconds.

The speed is 104.220860487797 mph

achieftain -

“http://www.web-cars.com/math/qtr_mile.html

Realistically, out of the box.

Quote:
The quarter mile acceleration time of a car that weighs 4100 pounds and has 362 horsepower is 13.081 seconds.

The speed is 104.220860487797 mph“


While I’d really like to believe that we’d see a 13.081 \ 104+ quarter mile for the G8 V8, I’d be pretty amazed.

Many of the calculators I have seen ( including the one in the link in your post ) seem waaaay optimistic. The one here:

http://javascript.internet.com/math-related/horsepower.html

Suggests that to manage a 13.1 quarter, a 4100 pound car would require 360 Horse Power AT THE WHEELS. And over 465 HP at the crank \ flywheel.

[ The weights in such formulas seem to refer to ‘with driver’ – even though many do not specifically state this. ]

the typical quarter mile times I see in published tests for the D-C 300C and Charger with a Hemi ( R/T ) but not in SRT8 form ( these appear to have been targeted as primary competition for the G8 V8 and they are comparable in HP \ weight ) seem close to the times Edmunds posted for the Holden. Very low 14s at just over 100. For example:

http://www.caranddriver.com/roadtests/9740/dodge-charger-rt-page4.html

and:

http://www.roadandtrack.com/assets/download/0601_charger_data_panel.pdf

Now obviously these D-C twins are only available with an automatic – and a 5 speed at that. And these ‘calculators’ do not take into account gearing or the exact tire traction available, for example.

So – I’d guess that the G8 with automatic might post ( very ) high 13s – at best.

The 6 speed manual, driven my someone skilled & experienced at launching as well as shifting might post mid-13s.

We’ll see.

But I’d place a small wager to the effect that no published times for a stock G8 V8 will start with 13.0.

I could be wrong.
( Ask my ex-wife. )

- Ray
Hoping that this time I am wrong . . .

105 hp loss from the flywheel to the wheels? thats like 23%, that seems a little bit high to me. I'd believe 15-18%

The drivetrain losses are typically 15-20% for rear drive cars.

Those calculators work off of hypotheticals as the person inputting the information often doesn't know what the variables in the formula are and are often not available to the user. Temperature, humidity, barometer, the number of grains of water in the air, actual altitude, etc, etc all can have a profound effect on ET and MPH.

362 hp = 290 whp with a 20% loss and weighing 4000 pounds I think should run a high 13 quarter mile (13.7-13.9) at just about 100 mph. I used my little drag race calculator function on our weather station and put in real world info, 70 degrees 50% humidity 30.5 barometer etc. This is by no means perfect but it seems more realistic than the 13.0. With low temperature, no humidity, high barometer, at sea level, yada yada yada the calculator says a 13.0 at 103. Won't believe it till I see it.

If you don't believe the weather affects your car, my avatar of a VW dragster can move around 5 tenths depending on weather factors.

I know the easy calculators are going to be off as unless you can collect data from enough of similar vehicles to plot a straight line they can only be an assumption ast best.

Six mentioned 525 rear wheel hp, and to achieve that you would need at 12.5% loss 600 engine hp. At a more realistic 18% to achieve same at wheels you would need 640 from th eengine. Not sure how many simple mods he could do that would boost the base engine hp by 70% or more.

Problem is that GM only gives us engine hp to work from. It takes a dyno to get the actual rwhp and it takes at least one timeslip from the track. Once you have a baseline, and then dyno each mod - you should be able to predict trap speed and e.t. for comparable climatic conditions.

^^ Exactly, nothing to it but to do it.

The one thing we do have is the Commodore SS-V is already out and it runs 14.1 at 99.7 mph (from Edmunds). So that is like the worst case scenario.

^^ Exactly, nothing to it but to it but to do it.

The one thing we do have is the Commodore SS-V is already out and it runs 14.1 at 99.7 mph (from Edmunds). So that is like the worst case scenario.

And I was surprised ( and annoyed ) to see that MT went to Australia, too - but did NOT publish acceleration numbers....

http://www.motortrend.com/roadtests/sedan/112_0704_2007_holden_commodore_ssv/driving_dynamics.html

Motortrend & their editors suck! They should have ran a couple of 0 - 60 times and 1/4 mile times. How boring!


P.S. The Pistons are getting killed......

It's going to be very interesting to see what sorts of numbers can be had. Granted, it's gonna be pretty dependent on which engine actually goes in it.

Particularly, I'm still curious whether the L76/L98 use the same cylinder heads that the 6.2 L92 use, or not.

“ . . .dependent on which engine actually goes in it.”

Although we clearly do not know exactly what the final, official, independent acceleration test numbers will be, we DO know a lot about the V8 that will “actually” go in it. Gm \ Pontiac was quite specific in their announcement.

6.0L V-8 (L76)

I seriously doubt that will change.
- Ray
Wondering when the GXP specs will be released – and if the 436 HP ( with ‘dual mode exhaust’ ) LS3 6.2L V8 from the ’08 Corvette will be the motor in THAT one . . .

I was referring more in terms of engine specifics, like the cylinder head question I posed above. If the L76 and L92 do indeed use interchangeable heads, that is very good news.

GM high tech performance put a L76 intake, L92 heads, and a warm cam in an LS2 and pulled 546HP and 494lb-ft at the motor - with minor bolt-ons.

http://www.gmhightechperformance.com/tech/0702gm_ls2_engine_l92_heads/

First up was the L76 intake, which really looks like a stock LS2 plastic intake until you start looking at them side by side. The L76 does have larger runners-they are "hunched" at their peaks on the very top of the intake. And, the ports match the larger, wider L92 heads. The low lift numbers really played out in the torque curve with this combination, as the L92 heads and L76 intake helped the LS2 stomp out 494.9 lb-ft of torque at 5,000 rpm with a very wide torque band. The fact that this combination also produced 546.8 hp at 6,500 rpm seems almost inconsequential. Remember, these are stock parts-with a somewhat warm cam-that can be put together for minimal money. This combination of parts will quickly become the standard by which bolt-on parts will be measured from this point on.


mmmm, warms my heart

I was referring more in terms of engine specifics, like the cylinder head question I posed above. If the L76 and L92 do indeed use interchangeable heads, that is very good news.

GM high tech performance put a L76 intake, L92 heads, and a warm cam in an LS2 and pulled 546HP and 494lb-ft at the motor - with minor bolt-ons.

http://www.gmhightechperformance.com/tech/0702gm_ls2_engine_l92_heads/

mmmm, warms my heart

Hm.
OK.
And why?
Meaning:
Is your interest specifically because you want to modify the heads \ replace the cam, etc. and want to know how easy that will likely be - and what HP \ TQ increases will result?
Just curious...as:
I only care about such specifics to a certain level - because I would not personally be interested in any internal modifcations, should I end up with a G8.
An aftermarket exhaust with more volume & burble, perhaps - but that'd likely be it, for me.
- Ray
Adverse to unbuttoning a stock V8...

Sorry to take this thread off topic even more....

My interest is just in what the powertrain can accomplish. Not that I'll necessarily do all of these things, but, and this is a big if, the heads are the same as the L92 heads, then this engine could be a cam, tune, intake and exhaust away from being one mean beast

Sorry to take this thread off topic even more....

My interest is just in what the powertrain can accomplish. Not that I'll necessarily do all of these things, but, and this is a big if, the heads are the same as the L92 heads, then this engine could be a cam, tune, intake and exhaust away from being one mean beast

Completely agree

I have been assured by my mechanic at one of the local GM dealerships in OKC that the L76 is defined by GM as a 6.0l L92 head motor, and he should know, he has virtually every Lxx and LSx GM certification. Now that is what he says, since the L76 has actually been around for a while, but in limited use from GM, if at all, I dont know. But i think that if GM is using the L92 heads, they might have to change the shape of the ports to match the motor, since the L92 heads have square ports. dont know, can anybody shed some light?

The L92 heads have rectangular ports, similar to the LS7 :)

About the block needing adjustment for the L92 heads, well all you would need is a 4 inch bore to accomedate them, this is why they cannot be bolted onto LS1's but can be used in LS2's.

thanks immortal

I know guys are using L92 heads on their LS2's, but something I'm confused about is how the LS2 has a 101.6mm bore, and the L92 has a 103.25mm bore?

That could be how they lowered the compression, using the same stroke as the LS2 but through a larger bore.

But the LS2, L92, and L76 all have the same 92mm stroke too

BUt this motor as we get it will be saddled with DoD. A simple swap of heads will not be so simple. If teh DoD is all electrical and all within the head, yes you will just cut the wires, but now the ecu will be looking for what isn't there and may cough a few times too many. So eleiminating DoD as part of a retune may be necessary.

Hey there Mike P. Those mag drivers are far better at driving/shifting than 98 % of the best stick shift jockies out there. The mags will always ppost faster times than the rest of us mortals. Your 04' GTP Comp must have a few mods. Yes you are correct about the 0-60 and 1/4 times from the mags though. They're for a M6GT G8, the A6 is, like the GTO at least a half a sec slower to 60 mph, say 5.8 vs 5.3 for the M6.

i could EASILY see a low 13 sec pass from a stock vess or g8gt. its going to come down to driver, conditions, and such... hell, my buddy had a stock 01 ss m6 and ran a best of 13.5 @104. he let me go take the car for a drive with him, come back, cool down, and run it myself while he watched. i slipped off a 2.0x 60' and ran a 13.0x @ 105. you could take magazine numbers all day long and throw them here and there. for me they dont do much, bc ive seen cars that have alot of potential run crappy times bc of the driver. im confident, that with the numbers they are pulling down under, that we could see low 13 times across the board. of course, its still speculation. either way, these cars, with the right driver and conditions, will tear (sp?) up the track :)

chrish

Hey there Mike P. Those mag drivers are far better at driving/shifting than 98 % of the best stick shift jockies out there. The mags will always ppost faster times than the rest of us mortals.

obviously its been awhile since you have been to the track with some quality drivers... :err:

chrish