GenVibe - Community for Pontiac Vibe Enthusiasts

Just wandering what you guys thought. I could possibly be venturing into this soon. My wife and I need a second car. I'll let her drive the Vibe, but I'm trying to figure out what to get for myself. I want to get the car pretty much stock and then mod it. What do you guys suggest? I'm thinking maybe an older GTI or a turbo of some sort....hhmmmm

1987 Buick Grand National

91 GMC Syclone AWD truck. Quarter mile in 13.5 sec stock. Hmmm...Grand National does it in less, but the notoriety of beating cars in a truck is too good to pass up.More realistically...why not a Nissan 280ZX? Cheap, fast, lots of mods.

problem is these both are pretty hard to find and if you do find one the condition is questionable. the people that bought them originally, bought them because they new what they could do, so they made them do it! good suggestions though! definitely interested in finding a cyclone! dear god! twin turbo v-6 makes me horny....

"Cyclone" was a Mercury. The GMC truck was a Syclone and it was only a single turbo, not twin turbo.

quote:1987 Buick Grand National I totally agree. These cars are very, VERY fast. Another car with the same engine and turbo set up would be a Pontiac Trans Am close to the same year. They are hard to find but well worth it. Same performance as a Grand National but with a sporter body.1987 Buick Grand National Comments: 1987 was the last year for the rear wheel drive G-body, and the Grand National, but Buick decided to go out with a bang. A whooping 26,555 Turbo Regals were sold, of which 20,193 were Grand Nationals. Buick made some changes to the powertrain and power increased to 245 bhp and 355 lb-ft. The grille was slightly revised, with the teeth set further apart and the Buick emblem siting on the left side. Chrome wheels also were new.But the big news for 1987 was the introduction of the limited edition GNX. Only available for 1987, the Buick GNX represents the height of Grand National performance. In a nod to the famous Buick GSXs of 1970-1972, the GNX logo featured a larger "X" than the other letters, just like the GSX logo. All GNXs began life as fully optioned Grand Nationals that immediately left the factory and were sent to ASC/McLaren Specialty Products in order to be extensively modified. The modifications included a more efficient Garrett air-to-air intercooler and a special pipe that connected the intercooler to the engine coated with CERMATEL (Ceramic/aluminum) for increased heat rejection and heat disipation. Front fender vents were installed to pull heat away from the engine while driving. The GNX also received a special Garrett "hybrid" T-s turbocharger that used a very lightweight ceramic impeller (as opposed to metal in standard Grand Nationals). The decreased weight allows the turbo charger to spin up much faster, thereby decreasing the turbo lag time inherent in turbo charged engines. Maximum boost was set at 15 psi and the turbo used an electric wastegate. The turbo also incorporated special low drag, dynamic turbine shaft seals, and a built in contamination trap. All of these modifications added up to 275 bhp and a whooping 360 lb-ft. To handle this extra power, the transmission was beefed up with firmer shifts and the rear axle received a longitudinal torque ladder bar with a panhard rod to help prevent wheel hop and torque twist. It also received a special rear axle housing cover made of aluminum (with GNX embossed on it) that serves as an additional strengthening element and point for the torque bar. For even more strengthening, the car body received special structural reinforcements in the form of "behind the back seat bracing" and special chassis (steel cross member between the chassis rails) bracing. The GNX was the only Regal to ever receive 16 inch wheels. The wheels were made of a lightweight alloy and the rear wheels were wider than the front. The GNX came with P245/50VR16 tires in front and P255/50VR16 tires in the rear. Special welded in fender flares were added to the wheel wells to make room for the larger wheels and tires. The standard transmission was a reprogrammed Turbo Hydra-matic 200-4R four speed hooked up to a custom torque converter. Inside, the dash had a special Steward Warner analog gauge package. All GNXs were black in color and the only exterior identification was small "GNX" badges placed on the front radiator grille and rear deck lid. Under the hood, a special turbocharger heat shield had "GNX" stamped on it, similar to the aluminum rear axle cover. All GNXs received a special numbered plaque mounted on the passenger side dash which identified the number of that particular car (1-547). Also, the Fisher body plate has "GNX" stamped on it. Special "GNX" decals were used on the intercooler and other locations and there were several hidden I.D. stampings to prevent fakes. But all of this came at a price. The cost of the GNX option was a whopping $10,995, which resulted in a final MSRP of $29,900. All out performance doesn't come cheap.Even more rare are the Buick Regal T-Type "Special T." These models had a Grand National exterior, but a Regal T-Type interior.Production: Grand Nationals: 20,193 GNX: 547Engines: Grand National: 3.8L V6 Turbo 245 bhp @ 4400 rpm, 355 ft-lb @ 2000 rpm. GNX: 3.8L V6 Turbo 276 bhp @ 4400 rpm, 360 ft-lb @ 3000 rpm.Performance: Grand National: 1/4 mile in 14.23 seconds @ 98 mph. GNX: 0-60 in 5.5 seconds, 1/4 mile in 13.43 seconds @ 103 mph.GM under rated these engines because I have seen dynos that show the engine making HP well into the 300 HP range. Turbo Trans Am & Grand National 3.8 SFI Intercooled Turbo Engine This Garrett T3 turbo can send the boost gauge up to 16.5 lbs., which can send the 20th T/A down the 1/4 mile in 13.50 sec. or less. engine: 3.8L SFI V6 Intercooled Turbo rated 250 bhp @ 4400 rpm, 340 lb-ft torque @ 2800 rpm bore x stroke: 3.800 in. x 3.400 in. valves: 1.710 in. intake, 1.490 in. exhaust crankshaft: nodular iron with 4 cross-drilled main bearings and 6 counterweights rods: cast Armasteel, 151mm long pistons: special design, 8.0:1 cr, 46.4mm compression height maximum boost: 16.5 psi recommended fuel: pump octane of 91 or greater trans: 200-4R 4 speed automatic with lockup torque converter brakes: power 4-wheel disc, dual piston aluminum calipers vented 12" front, 11.7" rear rotors chassis: front MacPherson strut rear live axle, 3.27:1 Borg-Warner "Australian" limited slip with torque arm sway bars 36mm front, 24mm rear wheelbase 101.0" length 191.6" width 72.4" height 50.0" track f/r 60.7"/61.6" curb weight: 3346 lbs. weight dist, f/r: 57.0/43.0 performance: 0-60: 5.5 sec 1/4 mile: 13.5 sec 60-0: 139' roadholding: 0.86g weight/hp: 13.4:1Technical HighlightsWhat makes the 20th Anniversary Turbo TA so special is that it is a complete mechanical package, and not just some tape stripes. Starting with the engine, Pontiac borrowed Buick's 3.8 liter (231cid) V6 turbo powerplant from the fabled 1986-87 Grand National. Some difference exist between the TTA motor and the GN version. Different heads were necessary in order to squeeze the motor between the strut towers. These heads, adapted from the transverse FWD version of the 3.8 liter motor, have the added benefit of improved exhaust flow and combustion chamber design. Subsequently, different pistons were required in order to maintain combustion chamber volume. Other changes to the TTA motor are a cross-drilled crank, larger 12 fin/inch GNX-style intercooler in place of the GN's 10 fin/inch design, specially-designed stainless-steel headers, higher-pressure Bosch 237 fuel pressure regulator, and a recalibrated engine control module.Mark Grable, writing in the March 1989 Motor Trend, noted the Turbo Trans Am's "250 horses...seem much stronger than run-of-the-mill horses." The reason is simple. Although Pontiac officially rated the engine at 250 HP, in reality it developed an honest 301 HP on the GM dyno.If the TTA really made 300 HP why did GM rate it at "only" 250 HP?The generally accepted explanation is GM's unwritten rule which states no passenger vehicle shall have a higher horsepower rating than that year's Corvette.In 1989 the Corvette was rated at 255 HP. The Turbo TA came with the rare 1LE racing brake package, which up
grades the front discs to 12 inch police rotors, Corvette twin piston aluminum calipers and semi-metallic pads. These brakes are virtually fade proof, and were installed to legalize the 1LE package for Firehawk endurance racing. The rear discs were also increased to 12 inches in 1989 and use Corvette single piston calipers. All of the brakes on the car are of a quick change design, and pads can actually be changed in 30 seconds.

Syclone & Typhoon Fastest production trucks ever made.12.8 sec qtr@103mph @ 15psi boost7.9sec 1/8th@83mph @ 15psi boost4.32 sec 0-60The Syclone is the quickest pickup truck ever. It's combination of 300+ bhp turbo V6 (4,300cc), automatic transmission and all wheel drive enable power-brake launches that leave the rest gasping.The Syclone has a sister... the Typhoon... which is nearly as quick. From a standing start the deceptive-looking Syclone will embarrass most cars. No respect is paid to Porsches, etc. On the road a Syclone can compete with the rivals and modified Syclones can beat them all... over the quarter mile that is!

quote: (Admin II)From a standing start the deceptive-looking Syclone will embarrass most cars. No respect is paid to Porsches, etc. On the road a Syclone can compete with the rivals and modified Syclones can beat them all... over the quarter mile that is! Check this video out, 10 sec. run http://www.off-road.com/chevy/mm/10secsy.avi . Our local Pontiac - GMC dealer has a Syclone on there used car lot $23,000.00.

I have a buddy here in Sudbury who has a '87 GNX up on blocks in a shed. He has had it off the road now for 7 years. When we go over for a beer......etc. We ask him to open the doors and he lets us droll over it for a few minutes. He is not sure when it he will saddle up again, but he will never sell it. Many have tried, and have brought over a bag of money.........he never gives in. This car is way to cool.

Holy moly! Didn't know there we so many Syclone lovers in here. I got to drive a friend's once....and I've wanted one ever since. Ford Lightning?! Dont make me laugh...har har har.Oh...and the 13.5 sec quater mile I stated earlier...was an automatic.

The turbo coupe thunderbirds are also pretty quick. I don't know much about the availability of aftermarket parts though. I think a turbo coupe would be cheaper and easier to find than a syclone or grand national. Around here the most i've seen one go for is around 4-5k.

The Turbo Coupe Thunderbirds are quick but that not impressive. They are just a turbo 4-cylinder in a heavy car. Stock ones aren't even as fast as a GT Vibe.

Has anyone seen an SVO Mustang lately? The ’81 I had was kind of cool, except for the by-plane rear spoiler. Try to clean snow off that rear window.

Yeah, I remember those but I think it was only 1984-86. Same motor but a lighter body. They were fairly quick for their time (high 15's in the 1/4 mile). I believe that turbo 4 cylinder SVO Mustang was faster than the V8 GT Mustang of the same year.

quote:I believe that turbo 4 cylinder SVO Mustang was faster than the V8 GT Mustang of the same year.Thats because the 302 V8 is an over-rated piece of junk...its like loving a chevy 305 more than the 350. They are the same block! Sure...the 302 has mods out the yin yang, but you already have a tiny v8...you might as well have a fast 4-cylinder instead.

Everything in a small block Chevy V8 is inter changable. The 305 can be stroked using a 400 crank just as the 350 can. All the heads can be swapped around but using a 350 head on a 305 can really lower your compression so there are tricks you need to know before swapping out certain things. Intake and exhaust manifolds are also the same. I personally like the 305 but the 350 will all ways be a better engine to play with.NovaResource having a 327 I'm sure is very knowledgable about the Chevy small block. 327 are great because of the shorter stroke. Now if you could find a small block 302 that Chevy made in the late 60 very early 70s that was a kick (removed) engine and made over 300 HP into the 8,000 RPM range.