COPIED FROM 6SPEEDONLINE

At the bottom of this post I also have a list of 0-100 and 60-130 times of members who've used GPS based performance computers/accelerometers to measure performance.

When comparing the below 1/4 mile numbers, please keep in mind that variances in temperature, humidity, track conditions, and especially driver ability, can have a significant impact on E.T.'s and Trap Speeds. Temperature, humidity, and user input will effect GPS based performance computer/accelerometer times as well.

For those that don't follow 1/4 mile drag racing; E.T. (Elapsed Time) is primarily a derivative of the launch, while Trap Speed (MPH achieved at the end of the run) is primarily a derivative of the amount of power being put to the ground on that specific track, that specific day. Trap Speed can be used tell you almost exactly how much hp your car is making at the wheels, assuming you use the correct calculations.

All that having been said; if you'd like a 1/4 mile run to be added to the list, please provide proof of the run. Only times from timeslips and/or video (preferably both) will be accepted for this list. No GPS based, datalogger 1/4 mile times will be accepted.

1/4 mile E.T.'s/Trap Speeds:

First, here are times for some fast production cars for comparison:

10.20 @ 142.0 - Veyron

10.80 @ 135.0 - Enzo

11.11 @ 138.0 - McLaren

11.22 @ 127.1 - C6 Z06

11.42 @ 126.5 - MB SLR McLaren

11.81 @ 124.0 - Murci LP640

996/997/CGT:

In order of E.T.:

09.67 @ 149.8 – ToddZ / RWD

09.91 @ 145.6 - Markski / RWD

10.45 @ 146.8 - Divexxtreme / RWD

10.50 @ 140.6 - Joetwint / AWD

10.62 @ 132.5 - Sharky / AWD

10.74 @ 131.7 - Hamann7 / AWD

10.77 @ 131.5 - RenntechV12 / GT2

10.82 @ 137.2 - DMK / RWD

10.83 @ 127.4 - Jamie Furman / GT2

10.84 @ 133.4 - DMaffo / AWD

10.88 @ 136.1 - Chinitowest / AWD

10.96 @ 133.2 - Cgmeredithjr / GT2

10.99 @ 127.1 – ToddZ / 997TT AWD

11.01 @ 131.7 - John D II / AWD

11.0x @ 133.9 - RUF RT-12 / RWD

11.02 @ 128.4 - Treynor / 997TT AWD

11.03 @ 134.4 - Woodtster / AWD

11.06 @ 129.7 - 9Eleven / GT2

11.13 @ 124.1 – PorschePHD / AWD

11.17 @ 133.8 - sy996tt / AWD

11.1x @ 133.4 - Motor Trend / Stock Carrera GT

11.1x @ 130.1 - Roock RST AWD

11.21 @ 128.2 - Mike/A.W.E. / 997TT AWD

11.25 @ 129.8 - RennTechV12 / AWD

11.28 @ 130.7 - LuisGT3 / 997TT AWD

11.36 @ 132.0 - BuddyG / AWD

11.40 @ 125.7 - Wirx / AWD / 75 shot Nitrous

11.44 @ 124.0 - Autoaddictions / AWD (stock K16's)

11.48 @ 127.9 - AIRjordan23 / AWD

11.54 @ 123.7 - Markski / AWD

11.58 @ 122.6 - KPG / AWD

11.5x @ 126.5 - RUF R Turbo 590 HP TT (AWD)

11.60 @ 124.7 - RenntechV12 / AWD

11.64 @ 129.5 - Dr. Joe / GT2

11.64 @ 124.2 - Hartmann / AWD

11.65 @ 123.3 - Jimmer / AWD (stock K16's)

11.65 @ 126.0 - Divexxtreme / AWD (stock K16's)

11.7x @ 120.7 - Indykid / AWD

11.73 @ 124.6 - Heavychevy / AWD

11.82 @ 126.9 - TX Turbo / AWD

11.84 @ 118.7 - Powell / AWD (stock K16's)

11.86 @ 119.9 - Motor Trend / Stock 996TT X50

11.89 @ 118.8 - Cohare / AWD

11.91 @ 119.9 - Silver / AWD

11.9x @ 122.7 - RUF R Turbo 520 HP TT (RWD)

11.9x @ 116.1 - Motor Trend / Stock 996TT

12.18 @ 117.8 - Devious996TT / AWD

12.14 @ 119.3 - Rwm514 / AWD

12.1x @ 116.0 - Motor Trend / Stock 996 GT3

12.20 @ 117.3 - Sdorn / AWD

12.27 @ 115.9 - Mr.Blonde / Stock 996TT

12.32 @ 118.7 - Gtr / Stock 996TT X50

12.39 @ 114.1 - Luis95993 / Stock 996 GT3

12.47 @ 117.4 - Gareeb / AWD

Older model Porsches (993 and earlier):

In order of E.T.:

09.17 @ 161.x - Eddie Bello / 964C2TT

09.79 @ 146.5 - JetJox 964TT

10.5x @ 155.x - Eddie Bello / 964 C2TT

10.75 @ 135.4 - Tito / 1988 911 Carrera (Single Turbo)

11.53 @ 130.1 - AdamT / 1990 Ruf CTR Yellowbird (RWD)

11.75 @ 132.6 - Acropora / 993TT (RWD)

11.8x @ 128.2 - RUF CTR Yellow Bird 469 HP TT (RWD)

996/997/CGT:

In order of Trap Speed:

09.67 @ 149.8 – ToddZ / RWD

10.83 @ 148.0 - Divexxtreme / RWD

09.91 @ 145.6 - Markski / RWD

10.50 @ 140.6 - Joetwint / AWD

11.03 @ 138.4 - Chinitowest / AWD

11.10 @ 138.1 - DMK / RWD

10.76 @ 136.5 - Sharky / AWD

10.88 @ 134.7 - Joetwint / AWD

11.03 @ 134.4 - Woodtster / AWD

11.32 @ 134.3 - RennTechV12 / AWD

10.95 @ 134.x - DMaffo / AWD

10.98 @ 134.0 - Cgmeredithjr / GT2

11.0x @ 133.9 - RUF RT-12 (RWD)

11.17 @ 133.8 - sy996tt / AWD

10.92 @ 133.7 - RenntechV12 / GT2

12.00 @ 133.7 - LuisGT3 / 997TT AWD

11.1x @ 133.4 - Motor Trend / Stock Carrera GT

11.36 @ 132.0 - BuddyG / AWD

10.74 @ 131.7 - Hamann7 / AWD

11.01 @ 131.7 - John D II / AWD

11.1x @ 130.1 - Roock RST / AWD

10.88 @ 129.8 - Jamie Furman / GT2

11.06 @ 129.7 - 9Eleven / GT2

11.64 @ 129.5 - Dr. Joe / GT2

11.02 @ 128.4 - Treynor / 997TT AWD

11.57 @ 128.3 - AIRjordan23 / AWD

11.21 @ 128.2 - Mike/A.W.E. / 997TT AWD

11.75 @ 128.2 - KPG / AWD

11.02 @ 127.6 – EVOMS 997TT (AWD)

11.82 @ 126.9 - TX Turbo / AWD

11.5x @ 126.5 - RUF R Turbo 590 HP TT (AWD)

11.65 @ 126.0 - Divexxtreme / AWD (stock K16's)

11.40 @ 125.7 - Wirx / AWD / 75 shot Nitrous

11.60 @ 124.7 - RenntechV12 / AWD

11.73 @ 124.6 - Heavychevy / AWD

11.64 @ 124.2 - Hartmann / AWD

11.44 @ 124.0 - Autoaddictions / AWD (stock K16's)

11.65 @ 123.3 - Jimmer / AWD (stock K16's)

11.9x @ 122.7 - RUF R Turbo 520 HP TT (RWD)

12.22 @ 121.1 - Rwm514 / AWD

11.7x @ 120.7 - Indykid / AWD

11.91 @ 119.9 - Silver / AWD

11.86 @ 119.9 - Motor Trend / Stock 996TT X50

11.89 @ 118.8 - Cohare / AWD

11.84 @ 118.7 - Powell / AWD (stock K16's)

12.32 @ 118.7 - Gtr / Stock 996TT X50

12.3x @ 118.x - Car and Driver / Stock 996 GT3

12.18 @ 117.8 - Devious996TT / AWD

12.47 @ 117.4 - Gareeb / AWD

12.20 @ 117.3 - Sdorn / AWD

11.9x @ 116.1 - Motor Trend / Stock 996TT

12.27 @ 115.9 - Mr.Blonde / Stock 996TT

12.39 @ 114.1 - Luis95993 / Stock 996 GT3

Older model Porsches (993 and earlier):

In order of Trap Speed:

09.17 @ 161.x - Eddie Bello / 964C2TT

10.5x @ 155.x - Eddie Bello / 964 C2TT

09.79 @ 146.5 - JetJox 964TT

10.75 @ 135.4 - Tito / 1988 911 Carrera (Single Turbo)

11.75 @ 132.6 - Acropora / 993TT (RWD)

11.53 @ 130.1 - AdamT / 1990 Ruf CTR Yellowbird (RWD)

11.8x @ 128.2 - RUF CTR Yellow Bird 469 HP TT (RWD)

GPS based performance computer/accelerometer times (Drift box/Performance Box and AX-22)

PLEASE NOTE: Only GPS based, datalogger times from V-box equipment (Driftbox, performance box, or V-box) will be accepted for this list. No extrapolated times from 1/4 mile timeslips. Also, all submitted data must be reviewed for accuracy and approved by a Subject Matter Expert (SME) before the time is posted. Current SME's are 'KPG' and Divexxtreme' for all graphs.

*NOTE: The maximum allowed downhill slope % over the course of the run is 3.0%. Any run that exceeds 3.0% will not be posted on the list.

That said; because the AX-22 does not show height, elevation or slope angle...starting on 01 March '08, AX-22 data will no longer be allowed for submission.

60 -130 mph (96.5-209.2 kph):

4.78 - Markski / RWD / Driftbox / 2 shifts

4.90 - Divexxtreme / RWD / Driftbox / 2 shifts

5.64 - Todd Z / RWD / Driftbox / 2 shifts

5.93 - OhioGT2 / GT2 / Driftbox / 1 shift

6.15 - DMK / RWD / Driftbox / 0 shifts

6.26 - Chinitowest / AWD / Driftbox / 1 shift

6.39 - Woodtster / AWD / AX-22 / 1 shift

6.44 - Keithta / 997TT AWD / Driftbox / 1 shift

6.45 - RenntechV12 / GT2 / Driftbox / 0 shifts

6.70 - Dr Jitsu / GT2 / Driftbox / 1 shift

7.25 - Colorinc / AWD / Driftbox / 1 shift

7.73 - Eclou / 997TT AWD / Driftbox / 2 shifts

7.83 - Torresmd / AWD / Driftbox / 1 shift

7.84 - 9Eleven / GT2 / Driftbox / 1 shift

7.89 - Pierre996TT / AWD / Driftbox / 0 shifts

7.93 - KPG / AWD / Driftbox / 1 shift

8.3x - 996TT STEVO / AWD / AX-22

8.76 - Scotty slc / AWD / Driftbox / 1 shift

8.86 - Haudimal / 997TT AWD / Driftbox / Tiptronic

9.26 – TXGold / AWD / Driftbox / 1 shift

9.48 - Powell / AWD / Driftbox / 1 shift

9.56 - Topgun / AWD / Driftbox / 3 shifts

10.06 - Panas001 / AWD / Driftbox / 1 shift

10.13 - Robertp / AWD / Driftbox / 2 shifts

6speed member's other cars:

5.98 – Lil Powell / C5 Vette with big motor and NOS / Driftbox

7.56 - Vrybad / C5 Z06TT (APS Turbo, no cats, stock muffler, 573 rwhp @ 9.5 psi) / 1 shift

8.59 – Dr Jitsu / Supercharged M3 / 1-shift

For the sake of comparison, here are some 60-130 times for very fast street and production vehicles:

NOTE: Only the below runs with an asterisk (*) next to them have been verified by 6speed representive. The accuracy of the other runs can not be guaranteed.

*4.15 - 900+ rwhp Supra, 88mm turbo, 30 psi, TH400 Auto, ET Drags

4.8 - 900 rwhp Supra (88GT47, TH400, no NOS, drag radials)

4.9 - 940 rwhp Supra (35 psi)

5.1 - 840 rwhp Supra (30 psi)

5.4 - 1,000 rwhp TT Viper

5.9 - GSXR 1000 with bolt-ons

6.1 - Saleen S7 Twin Turbo

6.9 - Mosler MT900S

7.0 - Ferrari Enzo

7.3 - Porsche Carrera GT

8.6 - Chevrolet Corvette C6 Z06

8.9 - Mercedes SLR McLaren

9.1 - Porsche 993 RUF Turbo R (100 octane)

9.4 - Lamborghini Diablo VT 6.0

9.5 - Ferrari F430

9.6 - Ferrari F50

10.9 - Lamborghini Murcielago

11.7 - Ferrari Challenge Stradale

12.1 - Lamborghini Gallardo

12.2 - Porsche 996TT

Here's an *excellent* post from Carver (Andrew), explaining the difference between E.T. and Trap Speed, and what they can both tell us about a car's performance capabilities and power:

Quote:

Originally Posted by Carver, on 25 Oct 06

Damn, thought I'd log on and get to be a part of a good food fight......

Instead, everyone is being civil and levelheaded........

First off, I'm Andrew, the guy who was working with Scott on the formulas.

My education and background is in mechanical engineering, working in the past for Borg-Warner as an ME and currently write financial market algorithms for index mapping software on the side in addition to my day job.

Scott and I were talking about why so many of the calculators out there are wrong. After looking at the data and the formulas, I came to the conclusion that it was an issue of the formulas being written too closely to theory and without adjusting the assumptions by taking enough real world data into account. A simple way to see this is through a graphical analysis of data points.

If you look at the Hale formulas along with the graphical points shown below, you can see that a) the formula is close, but needs slope and curvature adjustments to be more accurate, and

there aren't enough points from a variety of vehicles to represent the outcome within a reasonable statistical confidence window for most cars.

What I did was include many more data points from multiple vehicles and graph the results next to the Hale equation lines. I then rewrote the algorithms to more closely represent the real world graphical results. These formulas now work well for street vehicles in the 50-1000bhp range. Adjustments to the algorithms would have to be made for pro drag vehicles that can transfer launch energy at a statistically abnormal rate.

Regarding the trap speed vs. e.t. discussion, there are multiple ways to visualize what is happening to make it more clear. And to be fair, both sides are correct for their given questions. The problem is that the specific question in each case is not clearly defined.

Think of the difference as transferred energy to the ground in time (e.t.) and transferred energy over distance (trap speed), which are two very different ideas, as we’ll see. If it weren’t for launch energy transfer and tire capabilities ie. all of the power/energy could be transferred on the launch immediately with consistent accuracy, we wouldn’t be having this discussion as e.t. would be as representative as trap speed. But that’s not the real world.

The force available to accelerate a vehicle from a stop to the first 30-60ft. is mostly based on traction or g-force capability. That’s why a mid-hp car can have similar 60ft. times to a very high-hp car. It’s not a good indicator of hp since the max g loading of street tires is around .5-.6g no matter what you do. In first gear along with a revved engine (significant stored flywheel/crank/piston/rod/pressure plate energy) most cars have the ability to generate .5-.6+ g or break the tires loose for some distance. That’s why as one car may hook better than another, they’re still limited to approx. .5-.6g on the launch….this enables a car that has spun its tires or bogged off the line to essentially re-match the other car’s acceleration and speed, at a given distance within the .5-.6g exceedance zone, very quickly since in the lower gears it’s a traction issue and not a power issue. Notice I said speed at a distance and not speed at a time. The time already left the station, so to speak, the distance didn’t.

And here is where people get the disagreement. The time measurement is a constantly moving reference which is unaffected by the car’s performance. But distance is not ie. as you are slower than another car, you have more relative distance left but not more time left. So if you make a mistake on the launch ie. excessive spin or bog, that time measurement will be permanently changed because time marched on unaffected by your mistake. But your rate of distance coverage was changed and reduced giving you some distance to make up the mistake. And in addition, the distance where the loss took place is approx. 3% of the distance of the race, and a distance where max power could not be transferred due to the .5-.6g tire limit….as a result, speed at a snapshot time ie. 2 sec., with time continuing at the same rate, was affected but speed at a distance past the spin/slip zone, with distance traveled reduced, along with the ability to rematch .6g quickly, had little to no change. If the tire spinning/bog continued much beyond the zone where the car could no longer exceed .5-.6g acceleration, then you would start to see the reduction in trap speed in addition to the increase in e.t. as overall avg. power over distance would start being affected. But since it takes place in this “.5-.6g max zone”, the speed at time is changed but not the speed at distance. This is why e.t. is significantly affected by launch and trap speed isn’t.

Now here is where it all comes together. Both cars weight the same. Car A runs a 1.7 60ft. and turns a 12.2 @ 120mph. Car B runs a 2.0 60ft. and 12.6 @ 120mph…..what happened? Car A got a better launch enabling a .3sec better 60ft., but car B had an extra .3sec at .6g to accelerate up to car A’s speed at the 60 ft. They were both going approx. the same speed after the 60ft., although car A reached that speed in less time, but the same distance, and have the same whp because they accelerated together after that point. Car A was able to transfer more avg. power to the ground over time ie. in 12.2 sec it had traveled farther and reached 120mph quicker but at the same distance as car B (the difference in time being in the launch energy transfer) although car B was still able to reach 120mph in the Â¼ mi. distance ie. the same total power transfer with respect to distance showing whp and not transferred whp over time.

So as has been stated before, if you take the .5-.6g launch window out of the equation, and compare cars from say a 3rd. gear roll, you might as well throw away the e.t. too and go by trap speed because the e.t.'s variables are no longer in play.

1-1.2g (.5-.6/tire) and in this case a total of 1.5g of thrust....and the car is still losing traction in second gear. This is what causes e.t. to be launch dependent, or responsible for a time loss, and not responsible for a trap speed loss. Consider for a second the main point that I illuded to but didn't explain well enough in my previous post. Speed curves over distance look like 1/2 parabolic curves ie. they start off steeply vertical and than begin to shallow and converge at an asymptote as distance passes, with speed on the Y axis and distance on the X axis. One more way of saying this is that the whp of a vehicle is most influential to a car's acceleration as speed increases ie. as a greater percentage of the distance of the 1/4mi. elapses, the launch becomes a smaller percentage of the performance, and drag, and as a result whp, becomes the most significant factor. This favors a confluence or matching of trap speed, or speed at a given distance, for a given wt/whp and a lessening of the effect of the launch. This effect continues to build, throughout the run, obviously, since on a percentage basis the launch distance/total distance traveled, is decreasing at an increasing rate as speed increases while time of launch/time of run is decreasing at a fixed rate as time elapse rate is constant. This causes the et differences at the launch to be maintained while the trap differences at a given point or speed at distance tend to merge. That is your key.