0-150-0 Speed Test 2023 | Car and Driver

Welcome to Car and Driver, you know being able to hit 150 is one thing, doing it quickly is very impressive, but stopping at that

speed

is a whole different story. Welcome to our 0o to 150 to zero

test

. sh Car and Driver first conducted this

test

in 1998, positioning it as a new performance benchmark, it was an evolution of the 0 to 100 to zero test that became popular in the 1960s, after all, with With modern vehicles becoming more powerful and aerodynamic, why not up the ante? Invitations were sent to stock cars such as the NSX, Viper and Corvette and modified vehicles from Saline and Hennessy.

The winning vehicle was a Chevy Corvette ZR1 from León Felter with 640 horsepower and ran the test in 23.3 seconds. Performance from 0 to 150 to 0. Benchmark standardization never really happened. The problem, well, you need it. There is plenty of room to do this test, so we head north to Scota Wsmith Airport, and there are 2.2 miles of newly paved taxiway. Our testing process and hardware have changed a lot since 1998, while back then they used a fifth wheel attached to the outside of the vehicle we now have sophisticated GPS data loggers that record a vehicle's position 100 times per second. We also use a trigger connected to the brake pedal of each vehicle that captures the braking performance or process from the application of the pedal, not just from the moment the vehicle is started.

By decelerating and generally getting a more complete picture of a vehicle's performance, as for the racing itself, we didn't want to do theoretical racing combining the best acceleration with the best possible braking. We treat it like what would happen on a track day and your lap is your lap or your race, in this case it's your race and it's up to the

driver

to make it happen. We also do not subtract even 10% of the acceleration nor apply weather correction, which means that the acceleration figures quoted here are not comparable to Other test results also remind that acceleration to 60 MPH matters less than the time it takes to go from 100 to 150.

The Civic Type R is a great example of why as our

driver

improved his 60 MPH times race after race, his 100 to 150 time got worse. the limiters heat up the aerodynamics and shifting, the typar had an advantage over the Elantra n at 100, but remember that the Honda is optimized for circuits where 150 is not common, hence the spoiler and the gap between fifth and sixth gears, so the upshift occurs at about 145. M an hour, at which point drag temporarily gains an advantage once finally, at 150, the track-ready brakes stop the Civic in 674 feet, making it in sixth place overall, which is also 46 feet shorter than the best-stopping car of 1998, a Chevrolet Corvette.

The N has 39 less horsepower than the Type R and took 36 feet longer to stop from 150, why was it faster? Well, it doesn't have a big wing hanging off the trunk. Aerodynamic drag increases with the square of the

speed

and is surely one of the reasons why the Elantra beat the Civic by more than 5 seconds at 150, plus you can shift it into flat gear despite recording one of the longest stops , the brakes felt stable and strong overall, we're glad that for 34 grand you can buy a four-door sedan that can take you to 150 mph and back without shrugging your shoulders compared to manual front drivers.

Launching the Golf R with automatic all-wheel drive was easy, this will become a trend for the rest of the cars, by the way, put the Golf R. in its special driving mode, press the accelerator on the brake, accelerate and go, The Golf hit 60 MPH in 4 1/2 seconds and a buck 50 required 33.3 seconds in a straight line, which meant there was little opportunity to accidentally touch the steering wheel's capacitive buttons. so it was nice, the golf's brakes felt the same every time, essentially doubling typical braking performance and the ER ran to 150mph in 6.2 seconds, true to its origins the hatchback from the land of the Autobon was happy to stay at 150 for so long.

As we liked it, the Benta was even easier, there's no launch control so you just hit the accelerator and brake and voila, prepare for a violent upshift. The 542-horsepower v8 is healthy enough to hit 150 in 25.7 seconds, but that's when the drama begins. despite a respectable stop of 694 feet, the Benta was not happy, let's just say it lost that much speed in one go, the smell of the brakes was enough to overwhelm the smell of that fancy leather dokan, that's bad, we were impressed in In terms of horsepower, stopping the Bentley in 6 and 1/2 seconds equals an average of over 1,100 horsepower, but it shows that it's possible to excel at something and at the same time let everyone know that you don't enjoy doing it.

If the all-electric ev6 was part of our 1998 test, it would have outperformed all the stock ones. vehicle by including the Dodge Viper, the best is the launch, it couldn't be simpler, press the GT button to enable the 576 horsepower, press the kickstarter and you'll be running at 150, it didn't use as much battery as you imagine 5 % per pass, 2% of which returns with a long, regen-friendly stop and from 150 the brakes felt good but required the longest test stop of 756 feet. Remember the EVS are heavy with a 4M pass of 11.8 seconds. The ev6 is more reminiscent of the Benta. engine than brakes, but still had a solid result compared to the ev6, ​​a rather unexpected rival, the Supra was noticeably slower to 60, but accelerated the EV to a higher speed, closing the gap to less than half a second at 150 and then clockwise backwards. half a second under braking What's interesting is that the Supra's low-speed agility that makes it so fun on curvy roads also means unsettling nervousness at high speeds, starting at about 120 when the Super Start sniffs the edges of the lane, the stability returns under braking, but we were glad for the wide expanse of the taxiway, as we approach 150, we feel pretty good.

Mustang ran strong today, we got the Ply Tropo RS while we hooked up Brembo brakes, six pistons in the front, four in the rear, yes, yes, the Schlitz. The dark horse is running very well today, we feel good about our chances tomorrow in the All-Star race and you know we just did it, we just have to run our race and not get screwed. Again for Chast Dan, let's fight. That guy, our team has tested a lot of Mustangs, so a drag race in the Dark Horse was a familiar exercise with a 12.6 second 4M pass, it was pretty much as expected until you hit the brakes and Your eyes popped out of your head, understand this.

The Dark Horse outbreak, both the Corvette Z06 and the 911 Turbo S, with an absurd 569-foot stop from 150 mph that's second-best of the bunch, credits those super-sticky Pelli P0 trao RS tires and those Brembos six-piston in the front, now Dark Horse owners are probably We're going to throw in all sorts of aftermarket modifications, we recommend not touching the brakes. Expect the speed of the GT to be fast. After all, it's in the name, but it's hard to understand how 5,045 pounds can be thrown like this. The speed uses an 8-speed dual clutch. With true launch control transmission with a 5,000 RPM commitment that launches the twin-turbo 6L W12 650 horsepower to the pavement, the GT's speed still pulls strongly to 150, which is achieved in 18.1 seconds behind only the Turbo S and ZO6, its 680t stop isn't particularly impressive until you consider the enormity of this thing and then realize why it has carbon ceramic rotors and 10-piston front calipers.

You'll miss this 668-horsepower W12 engine with only two-wheel drive on the cool pavement of a Scotsman. Biggest challenge for the black ring ct5v: We kept rolling launch control down to 1300 RPM and there was still a lot of torque modulation coming up through first gear, but the Cadd set the fourth-fastest time to 150 mph and its brakes fit for track. They ignored that speed at 664 feet and felt they would be happy to continue doing so all day. Boom, the Blackwing didn't beat the GT3 RS, but the fact that it was within a few tenths of a second confirms its position as one of the The Ultimate Sports sedan ever built, the 911 GT3 RS, wasn't the fastest car in this test , but it sure sounded like it was always a sight worthy of the GT3 chattering at 5500 RPM before screeching off the line and kissing 9,000 RPM on its way down. the asphalt, unlike the Cadillac, the launch control of the GT3 rs was not willing to learn and could not be adjusted by simply stepping on the accelerator without it being as fast on this surface with less grip despite the active aerodynamics that marks a mode of low force when the GT3 is pointing straight and accelerating, the Porsche was slower to 150 than the GT and the Blackwing, but when it comes time to hit the brakes, the gt3rs practically suffocates its driver with the seat belt, stopping in 5.2 seconds and 514 feet, the brakes grip so hard it's just Disorienting like the GT3, the Z6 is a track car, not a race car, but its performance here showed that that orientation doesn't interfere with the way it drives.

Its launch control is manually adjustable, but we got the best time in automatic mode, allowing the car to learn the surface and adjust accordingly, as hopefully the brakes are great too. The Z6 beat the G T3 RS by almost 2 seconds, but its margin was narrower against the 1998 Corvette ZR1 lingan filter, which completed the test just 8 seconds behind the co6. That a naturally aspirated C4 Corvette 25 years ago could beat a modern Porsche GT3 RS and almost compete with a C8 Z6 makes one wonder what those lingan guys could do with a C8. The 911 Turbo S required less than half a mile to reach 150 and returning to stop settings was easy, select Sport mode which keeps the active front and rear spoilers in their low-drag position, then press the Sport Response button to increase launch control threshold of 4,000 to 5,000 RPM, after that wait for the turbos and reach 4 miles. in 10 1/2 seconds and 150 in 13.5 seconds was so fast, in fact, the biggest challenge was hitting the brakes at exactly 150.

The 586-foot stop, by the way, was third-best behind the Mustang and the GT3 RS, the Turbo S was the only car here that made us look at our taxiway and wonder if it could go 200. We pumped up the tires to the settings recommended in the manual and set off to find out what you think you'll get. Yesterday he got 197. 197 comes back. without a two as the first digit it's a big failure, okay, what are you up to? You actually have it in your goals for your performance review this year to get to 200, so today's expectations for the day, what did you get, what do you do, 200. 68 What did you get? 201117 I'm still the guinea pig who sets the bar at 200 and everyone is going to beat it.

Who will be the next? Predictions are 200. Okay, I'm still getting. Oh, he beat me. 2011. 38. Okay. 2011. 38. That's all. That's it and with that the Porsche 911 Turbo S wins our 0-150-0 contest, but you're probably already saying where's the Tesla Model S plaid or the Lucid air Sapphire. Well, we rented a plaid but it showed up with a nail in the tire. Worse yet, the rental service couldn't replace that tire in time when we finally got it back the following week, we ran it at our normal testing facility, which doesn't allow the use of tubes, to add insult to injury, this blanket didn't have the package. $20,000 track bike with its upgraded Wheels rims and carbon ceramic rotors.

Our car had the basic 19 inch Pz4 plli P0. Surely this handicap would limit its performance, no, but we'll get to that point for the 1,234 horsepower Lucid Air Sapphire when we meet at Virginia International Raceway a few weeks later, with that car we thought we might as well make some passes from 050 to 0, since we were already adding asters, what's the harm on a few more? Both EVS ran more than 3 seconds faster than the 911 Turbo S. acceleration advantage The Plaid hit 150 in 9.7 seconds and the Sapphire a second faster, putting them a few seconds ahead of the 9911 turbo, that advantage makes up for with You increase their braking distances, which thanks to their hefty curb weights were about 100 feet longer, hurting their overall times, albeit by less than a second, where does that leave us overall?

The different locations and days mean we can't name a conclusive winner. Hell, the Lucid was breaking uphill, another asterisk, so what we're sure of is that even if we don't. wait 25 years to do this test again, it is very unlikely that an internal combustion car can emerge victorious again