Non-rev ups redlining at 7000+RPM, talk to me.
03-04-2008, 06:04 PM
#21
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Originally Posted by pmohr@Altered
There was some talk on maxima.org a while back about using VQ35 crank/rods with VQ30 block/pistons/heads/etc to make a VQ33, as well as a VQ30 crank/rods and VQ35 everything else for a VQ32. Don't believe either ever got off the ground, though.
Of course with the trouble of sourcing a VQ30DET (RWD VQ30) block you could just have some custom pistons and/or sleeves made to drop yourself down from a 3.5...the Z33 is lucky with all of it's aftermarket.
In any case, just thought I'd bring up some old hybrid ideas that have been floating around the org for a while.
Of course with the trouble of sourcing a VQ30DET (RWD VQ30) block you could just have some custom pistons and/or sleeves made to drop yourself down from a 3.5...the Z33 is lucky with all of it's aftermarket.
In any case, just thought I'd bring up some old hybrid ideas that have been floating around the org for a while.
03-04-2008, 06:07 PM
#22
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Originally Posted by Jarred@Z1
Hey Russell's 300zx vert did that at the drag strip when someone rode the rev limiter at 9k all the way down the 1/4 mile.
03-04-2008, 07:25 PM
#28
Originally Posted by Arnold K.
Considering the Osiris in the near future, specifically for raising the redline to a nice and fun 7000RPMs. What should I look out for? Any concerns I should be aware of? Would like to hear some feedback from those running their 287s past the original redline.
In most circumstances its pretty pointless revving past 6600rpm. I have also noticed (via my datalogs) that the ECU really likes to increase timing the higher you rev, especially when going past redline, so it really reduces your margin for error when doing this. However in your case since you have an 5AT, if you do the 1/4 a lot it will be very beneficial to have the limit increased to 7200rpm because it puts you further into the meat of the powerband (especially when shifting from 2nd to 3rd @ 7200rpm since 3rd gear on the 5AT is pretty tall).
I have been revving to 7200 rpm for the past 6 months (my valvetrain is upgraded though) and I have not noticed any problems yet (I don't do it often though). It really helps keep me in the powerband in the 1/4.
03-04-2008, 07:56 PM
#29
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Yeah, shifting into the powerband was primarily my concern. I think an additional 200RPMs would actually do the car just right, striking a perfect compromise. I think redlining first, shifts me into 4800RPM (I'd need to double check that, though).
03-04-2008, 08:23 PM
#30
Originally Posted by Arnold K.
Yeah, shifting into the powerband was primarily my concern. I think an additional 200RPMs would actually do the car just right, striking a perfect compromise. I think redlining first, shifts me into 4800RPM (I'd need to double check that, though).
03-04-2008, 10:13 PM
#31
Originally Posted by 3kgtslflip
Any benefits for a raised rev limiter on a revup? Like, bump it up to 7500 or does it suffer the same like the 287 motors?
I think that the revup power will not drop as fast as the non revup. With my 3.9 FD I deffinetly will benefit of a 7200-7500 redline, it's that possible with the stock valve train in the revup?
03-05-2008, 04:30 AM
#32
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Originally Posted by Julian@MRC
Go ahead and rev a stock oil pump to 8k let me know how that works out for ya..
Last edited by Z1 Performance; 03-05-2008 at 04:33 AM.
03-05-2008, 04:50 AM
#33
While the power after 6300 or so on a stock non-revup falls off quickly, it's not so quick that shifting sooner will help the power under the curve. The torque drop off going to the next lower gear is pretty damn big. And just to clarify for those concerned by Julian's broken oil pump - that was from trying to launch a turbo'd car (500 whp+) at nearly 7k rpms. Quite a bit different than the OP's situation...
Last edited by rcdash; 03-05-2008 at 04:53 AM.
03-05-2008, 05:52 AM
#34
Originally Posted by 3kgtslflip
Any benefits for a raised rev limiter on a revup? Like, bump it up to 7500 or does it suffer the same like the 287 motors?
And as Adam said, cams & supporting valve train are also key to taking advantage of the extra rpm's.
If I may add, head work (porting, polishing, recontouring, etc) definitely wouldn't hurt either...
But building a long block is pretty expensive when you factor everything involved... I'm closing on my home-refinance soon, and then will be off getting my motor built~ Lol! :-)
Last edited by gothchick; 03-05-2008 at 06:12 AM.
03-05-2008, 05:54 AM
#35
Originally Posted by Julian@MRC
Go ahead and rev a stock oil pump to 8k let me know how that works out for ya..
But wasn't harmonic vibrations / frequencies also an issue with your oil pump grenading? Your crank had several hairline fractures to support that theory if I recall correctly?
Last edited by gothchick; 03-05-2008 at 06:02 AM.
03-05-2008, 06:18 AM
#37
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Originally Posted by Julian@MRC
This is my set up with the BC stage 2's. Ever see anyone make power to 7400 rpms? FYI 03 motor..
But seriously, a revup pump can easily cope with sustained high rpm use but it needs the support of the rest of the rotating assembly. There is no free lunch, and as you improve one area, you bring out the next weak link in the chain. Planning for all these inevitabilities is what reliability is all about. That's the point where minute gram balancing of the entire rotating assembly (not just pistons and rods and crank), and even looking into the introduction of a dry sump setup becomes more and more critical. When you're dealing with a cast housing, and a small diameter gear, there comes a certain point where the weakest link will always go first. Trying to drive all the accessories is also a big no no for all out drag use (power steering, a/c compressor). Like anything else, there are various levels of balancing that a bottom end can undergo, and different machine shops have different abilities based on the equipment they have and the skill of the person who operates it. This is stuff that can get really expensive, really quickly, but it's essential if you want to rev the car reliably without having to worry.
03-05-2008, 06:31 AM
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Originally Posted by Z1 Performance
I had mine (via reflash) at 7200 since 2003 - all it allowed me to do was end up a bit deeper in the power band during shifts as Erin said, which is particularly well suited towards the higher final drive options as well
03-05-2008, 08:12 AM
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Adam...ever think of just an External Pump instead of a full Dry Sump setup?
Alot cheaper with most of the benefits of a Dry Sump. Still belt driven,
can adjust oil pressure easily and change volume with a quick pulley change.
Alot cheaper with most of the benefits of a Dry Sump. Still belt driven,
can adjust oil pressure easily and change volume with a quick pulley change.