I am just curious, as I don't own a Q, but am looking closely at getting one.. how fast are your Qs (top and 0-60)?Ever timed a 0-60 under tight controls?How much did performance upgrades help, like ECU/TCUs, K&N filter, Stillen filter, Turbos, etc..Specs on the net say the early 90s Qs had a 0-60 under 8 sec, but what does a stock Q really get, both when new and today?
C'mon guys, this is your chance to brag, lemme hear it!
Colin
0-60... Q owners
As new stock 90 and early 91's got 0-60 in 6.7 sec.92,93 's still in hi sixes acording to most mags.
All test results for 90/93's, that are over low 7's, I suspect were at hi altitude or hi temps.
Some say the original 6.7 sec was achieved with ECU programmed a la JWT.
Certainly those are the best published #'s for the eary Q's.Some say Q's get stronger after the (very long) breaking in and even claim most are strongest over 100k (assuming very good maintenance habits/vehicle/engine/transmission condition)
I never ran mine (a 94 ) in 0-60 yet but it has JWT ECU/TCU level ten transmission and 4.08 rear and sometikmes nitrous...
I am sure Dennis will have much to say on this as well.
Fred...
All test results for 90/93's, that are over low 7's, I suspect were at hi altitude or hi temps.
Some say the original 6.7 sec was achieved with ECU programmed a la JWT.
Certainly those are the best published #'s for the eary Q's.Some say Q's get stronger after the (very long) breaking in and even claim most are strongest over 100k (assuming very good maintenance habits/vehicle/engine/transmission condition)
I never ran mine (a 94 ) in 0-60 yet but it has JWT ECU/TCU level ten transmission and 4.08 rear and sometikmes nitrous...
I am sure Dennis will have much to say on this as well.
Fred...
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Q45tech
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The largest variables are the transmission condition and the rear tires.
Every 0.1 second above the 0.7 secs the 1st > 2nd shift takes and any spinning of rear takes away from the 6.7 seconds at sealevel at 60F.Every 11F hotter reduces power by 1% [3 lb/ft] and by 93F this accounts for at least 0.1 seconds every 333 feet above sea level reduces power by 1% so at 1,000 feet [say Atlanta power is down by another 3%...........assuming exact 29.92" HG barometric pressure.0.3 here, another couple of tenths there and you are at the 7.2 secs NORMAL zero to 60 time.
A very good engine condition test is to measure the 50-80 mph acceleration time locked in 2nd gear [5.3...5.5.....6.0....6.5] seconds
CAR and Driver got 6.7 in November 1989 on a cool California test day with oem tires that were 160 wear rated and soft.
JWT ecu tend to reduce zero to 60 by 0.2 seconds and quarter mile by 0.3 seconds and increase mph by 4-6 mph [to 96-97.5 mph] since the quarter can be completed in 2nd gear at under 7300 rpm vs the stock ecu which might require a shift at 91-92-93 mph.
Obviously an engine mistreated or down on power will reduce things by a second or so.
Exhaust cannot make a measurable effect on zero-60 since they only affect the 5500-6500 rpm range [42-48 mph in 1st] and 60 mph is only 4500 rpm in 2nd gear. A very very loud system might knock off 0.1 sec in quarter with a stock ecu and another 0.1 sec with a JWT ecu.
Every 0.1 second above the 0.7 secs the 1st > 2nd shift takes and any spinning of rear takes away from the 6.7 seconds at sealevel at 60F.Every 11F hotter reduces power by 1% [3 lb/ft] and by 93F this accounts for at least 0.1 seconds every 333 feet above sea level reduces power by 1% so at 1,000 feet [say Atlanta power is down by another 3%...........assuming exact 29.92" HG barometric pressure.0.3 here, another couple of tenths there and you are at the 7.2 secs NORMAL zero to 60 time.
A very good engine condition test is to measure the 50-80 mph acceleration time locked in 2nd gear [5.3...5.5.....6.0....6.5] seconds
CAR and Driver got 6.7 in November 1989 on a cool California test day with oem tires that were 160 wear rated and soft.
JWT ecu tend to reduce zero to 60 by 0.2 seconds and quarter mile by 0.3 seconds and increase mph by 4-6 mph [to 96-97.5 mph] since the quarter can be completed in 2nd gear at under 7300 rpm vs the stock ecu which might require a shift at 91-92-93 mph.
Obviously an engine mistreated or down on power will reduce things by a second or so.
Exhaust cannot make a measurable effect on zero-60 since they only affect the 5500-6500 rpm range [42-48 mph in 1st] and 60 mph is only 4500 rpm in 2nd gear. A very very loud system might knock off 0.1 sec in quarter with a stock ecu and another 0.1 sec with a JWT ecu.
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greg_atlanta
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I have a 95 car mag that tested the Q and a few others at work, I'll try to remember and look tomorrow, but I want to say even the 94-95 was in the 7's.
I've only done 1 "launch" by putting the car in 1st and shifting myself. WHEW, the phrase Big Fast Car is the only way to explain it. Four full size adult males in the car. They were all shell shocked.
I've only done 1 "launch" by putting the car in 1st and shifting myself. WHEW, the phrase Big Fast Car is the only way to explain it. Four full size adult males in the car. They were all shell shocked.
March 1995, Road & Track listed 0-60 at 7.9 for the Q45t.
Factor in the extra weight for the "t", I am right that additional suspension pieces add a couple hundred pounds?(the emblem is like another 10 ounces) and the fact they let the transmission operate as normal (2nd gear start) and I'd say an aggressive attempt would easily put it in the mid 7.5 range.
FYI - Mid spring in San Francisco, so temp and altitude shouldn't have been factors.
Factor in the extra weight for the "t", I am right that additional suspension pieces add a couple hundred pounds?(the emblem is like another 10 ounces) and the fact they let the transmission operate as normal (2nd gear start) and I'd say an aggressive attempt would easily put it in the mid 7.5 range.
FYI - Mid spring in San Francisco, so temp and altitude shouldn't have been factors.
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Rex - To my knowledge, the "t" model shouldn't add much add'l weight to speak of. Especially a "t" w/o TCS & HICAS. Keep in mind also that the "t" had lighter BBS forged rims.
I think the only thing that my car (t) has extra is the rear 15mm bar... Can't think of anything else...
Also, the 94-96's start in 1st gear.
I think the only thing that my car (t) has extra is the rear 15mm bar... Can't think of anything else...
Also, the 94-96's start in 1st gear.
elwesso wrote:I thought they started in 2nd gear, correct me if im wrong? Or was that just 90-93
90-92. 93+ had first gear start. http://home.attbi.com/~etyppo/q45_road_tests.htm has a list of acceleration results from all the Q45 road tests I could find in my collection of car magazines.
Rex wrote:March 1995, Road & Track listed 0-60 at 7.9 for the Q45t.
Factor in the extra weight for the "t", I am right that additional suspension pieces add a couple hundred pounds?(the emblem is like another 10 ounces) and the fact they let the transmission operate as normal (2nd gear start) and I'd say an aggressive attempt would easily put it in the mid 7.5 range.
FYI - Mid spring in San Francisco, so temp and altitude shouldn't have been factors.
It's pretty hard to compare test results across magazines. Road and Track drives cars less aggressively, and usually has slower test results than Car and Driver. Additionally, some magazines correct times for atmospheric conditions and others don't.
eQlipse wrote:Are there any major differences in the factory tcu & jwt besides first gear start? Also, would an ecu/tcu from '93 work for a '90? Anything in particular to be cautious of?
not major differences but minor ones.some that put in a 93 tcu for a 90-92 reported some problems with shift points but not enough for them to want to switch back.
Fred...
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Q45tech
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The WOT part of ecu never changes much from factory!
It's all the hundreds of tiny improvements - changes in part throttle, idle, warmup, deceleration that progressive years entail.Always a good idea to match ecu and tcu years.
The major problems are the differences in programming of TCS, Active, and [Standard/T cars] each with its own non interchangeable ecu.
The most difficult parts and complex equations solved are the part throttle warmup acceleration and deceleration and a sudden lift off of full throttle .........everything else is childs play.
1993 Q were the fewest made and sold so wrecked parts are much rarer than the almost double production of the 1991.
It's all the hundreds of tiny improvements - changes in part throttle, idle, warmup, deceleration that progressive years entail.Always a good idea to match ecu and tcu years.
The major problems are the differences in programming of TCS, Active, and [Standard/T cars] each with its own non interchangeable ecu.
The most difficult parts and complex equations solved are the part throttle warmup acceleration and deceleration and a sudden lift off of full throttle .........everything else is childs play.
1993 Q were the fewest made and sold so wrecked parts are much rarer than the almost double production of the 1991.
EWT wrote:90-92. 93+ had first gear start. http://home.attbi.com/~etyppo/q45_road_tests.htm has a list of acceleration results from all the Q45 road tests I could find in my collection of car magazines.
Any post 96 numbers?It's interesting to see how it compares
I looked all through the article to see if they mentioned any details on test methodology, no luck. I understand diff mags use different processes, some much more controled and repeatable. Just was offering up what I could find.
Also, my bad, I got the "t" and the "a" mixed up. The "a" adds weight right?
Also, my bad, I got the "t" and the "a" mixed up. The "a" adds weight right?
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greg_atlanta
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eQlipse wrote:Also, would an ecu/tcu from '93 work for a '90? Anything in particular to be cautious of?
Yes, works fine, but 1-2 shift can be harsh at lower rpms.
Just have to get used to it... if you use less pressure on the pedal as the 1-2 shift occurs it is a little smoother.
'93 TCUs are hard to find, and since some '93 models have updated chain guides not as many will end up in junkyard with trashed engine.