Tom Scott Masters Two Tasks In His 11-second G8 GT With A Baby Seat In the Back When the average person sees four doors, he doesn’t often think about performance. Though the two just don’t seem to go hand-in-hand, there’s quite a Pontiac history of four-door performers. Back in the ’60s, you could order a 421 Tri-Power in a four-door Big-Car if you desired. The 428 and the 455 D-port engines could be had in the later ones as well.

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Next came the four-door Grand Am of the ’70s that could be ordered with a 455. The front-drive era brought the Bonneville SSEi and the Grand Prix GTP. Today, a quick look down the roster of every major auto manufacturer reveals that each one has a performance sedan, be it the AMG Mercedes, M-powered 3- and 5-series, or the SRT-8 Charger. For the ’04, the Bonneville GXP debuted with a DOHC 4.6L Northstar V-8 and 275 hp.

A Grand Prix GXP followed for ’05 with a 303-horse LS4 V-8 with Displacement On Demand. While both were fantastic cars, they were still front-wheel drive when the others in this league had reverted to rear-wheel drive in search of more spirited handling. The base engine is a 256-horse V-6 backed by a 5L40-E five-speed automatic transmission. Those looking for more power only had to check off the GT package, which came with a 6.0L, 361hp L76 V-8 with Active Fuel Management and a 6L80-E six-speed automatic. The 3.99-inch-bore x 3.62-inch-stroke aluminum engine employs a 90mm throttlebody, high-flow composite intake with acoustic shell, 40-lb-hr injectors, 2.165/1.59-inch valves in the 68.4cc chamber heads, a 200/208-degree duration at 0.050 cam with 0.472-/0.480-inch lift with 1.7:1 rockers, coil-near-plug ignition, and 10.4:1 compression. Performance of the GT was jaw-dropping- and so was the price tag, which was approximately $32,000. When 52-year-old IT professional Tom Scott needed another car, at first he didn’t even know where to look.

“At the time I was driving an ’01 Hyundai Tiburon,” he says. “It was pretty worn out and started having the issues that high-mile cars normally have, so I wanted to get rid of it.” Tom’s first choice was actually a Dodge Charger R/T. He hadn’t even heard of the G8 until the night he made a quick Google search for “modern muscle cars.” It looks as though GM’s aggressive advertising with the new G8 paid off, as the first thing to come up was a link to the new Pontiac. “Once I saw the G8 GT, I was hooked. I knew within a few minutes that I was buying it!” The only sticking point was the color. Tom’s wife, Dee, firmly believes that red attracts more attention from police, so he selected Magnetic Grey Metallic. The G8 GT was perfect for a guy with a wife, three kids, and a need for speed.

Tom purchased it through Coral Springs Pontiac/ Buick/GMC on May 24, 2008. With the Magnetic beauty sitting in his driveway, Tom positioned himself behind his keyboard and perused GRRRR8.net, a G8 online forum. There he found copious goodies that he wanted to install on his G8 GT, primarily a ProCharger kit. The Build Begins To turn the ideas into reality, he sought out Performance Tech, located near his home in Hollywood, Florida. He knew that you couldn’t just install a supercharger kit and expect everything to be hunky dory. To compensate for the increased ingestion of air, Kooks 1.75-inch headers and a 3-inch-diameter axle-back exhaust were installed. The factory fuel system was boosted with a Kenne Bell Boost-a-Pump on the original pump, Aeromotive fuel rails, -8 AN fuel lines, and 65-lb-hr FAST injectors.

A D-1SC ProCharger kit was then installed, and it was set to boost air pressure to the engine by about 8 psi. Everything came together with the installation of a Fasterproms-ported throttle body and L92 intake manifold. Initially engine tuning was performed by an out-of-state tuner, but he later sought the expertise of Jeremy Formato, owner of Fasterproms in Tampa. To hold up to the power, little was needed-a testament to the strength of the new G8 chassis. Augmenting the rigid factory structure are BMR subframe connectors, tunnel brace, and lower control arms. The rearend is held in place with Pedders differential and crossmember bushings, which reduce flex within the rear cradle. The factory six-speed auto was treated to a Yank 2,800-rpm-stall converter and B&M Supercooler to deliver the ponies through the factory driveshaft, which has a Metco safety loop.

To test the G8 GT’s mettle, Tom took it to the track and was surprised to see that it was now blasting down the quarter in the low 12s on the factory tires. He was determined to get it into the 11s, so he shed his factory rear 245/40ZR19 Bridgestone Potenzas in favor of Mickey Thompson Drag radials mounted to 18×9.5 Liquid Metal Static wheels.

An SJM line-lock was installed so that he could roast the rear 265/40R18 Mickeys properly and not eat up his Hawk HPS pads. He eventually worked his way down to a 1.71 60-foot on his way to an 11.98 at 115 mph. This came with a 4,180-pound race weight, 18 psi in the rear tires, and flashing the converter on launch from idle.

His shift points are set at a conservative 5,500 rpm, considering his peak power of 526 rwhp comes in at 6,100 and a tire-shredding 456 lb-ft of torque at 6,000 rpm, with a dead-flat torque curve from 4,000 rpm on. As the Pontiac sits, Tom is extremely happy. “This is easily the best car available for the money,” he claims. “It was the perfect car for someone like me, looking for speed but retaining the utility I need for my kids, and the trunk space.” In the future, Tom plans to take things up a notch and slide in a performance cam, and delete the Displacement-On-Demand. “Possibly, I’ll add a methanol injection system or baby shot of nitrous, too.” With just these two items it should put Tom in the neighborhood of 600 rwhp and deeper into the 11s.

That’s not too bad for a comfortable four-door, huh?