does anyone else have any real world experience with the VQ in the higher rev ranges in terms of how much power is being made or how well it holds up?

 

I thought the whole "built motor" thing was about major mods....i.e. if you want a high reving engine...you have it built to withstand high rpms....

also...show me one example where a Centrifigal SC starts to fall off at high rpms....every dyno I see says otherwise...it seems like if you have the ingnition and the guts(i.e. internal fortatitude)....you can rev until you teeth fall out..

all paper theory....I can't afford to wash my car with these gas prices

 

Just wanted to say the VQ35 is not an high piston speed engine. Stroke is nothing dramatic, 80mm stroke is pretty much perfect for modern sportscars engines of this size. If properly built this engine can rev like there is no tomorrow. The fact nissan chose to build it low-revving and does not mean it is not able to rev higher. 6600rpm is dictated only by one thing.... costs.

As for the 8mm stroke difference... would you rather have 8mm shorter stroke or an extra 1/2 liter of dissplacement? From my understanding(ultimate goal being power, not RPM), the VQ35DE is a better engine for everything, from NA to FI. GT500 cars have limitations, VQ30 I remember(sorry if I can't remember the details) had some benefits over the 3.5L version due the power limitations of GT500 class. Remove the power regulations and limiting air restrictors etc... and nissan would have picked the VQ35DE. I do agree that the 3.0L engine will have a (marginally all thing being equal, imho) higher revving potential...

Megane trophy VQ35DE produce 330hp@6500rpm (with minor internal mods)
Formula renault VQ35DE produce 425hp@8250rpm (same aluminium cylinder block used on our cars)

There is no reason to rev past what an engine is built for... but if you can, the more rev, the more power

 

not for nothing but sometimes I wonder if people on this site just toss out info that they "hear", and claim it as fact rather than taking the time to understand what it is they are posting.

Food for thought - at 80mm, the VQ35 has an IDEAL stroke for revving.....at least to 9k if properly and likely beyond. Example - a Supra motor has a much longer stroke at 86mm, a 360 Modena at 79mm. hell my 280ZX has a 79mm stroke, and my current redline is 9250.

What Sharif says is correct however - an engine needs to be built to rev, and the techniques and supporting parts it takes to produce power at 9000 rpm are nearly 180 opposite of what it takes to make power at 2500 rpm. One needs to decide where they want their power band to be, and build a motor, (and select a turbo or supercharger), cams, head work, header work, plenum work, bore, compression ratio, etc. to exploit that power band. This is where the experience of a good machinist pays big time benefits, as they can help you map out the perfect motor for YOUR needs.

 

Based on what ive seen here if we are talking about high hp twin turbos (and any motor to some degree) and making increasing power at those high rpms then once you've got your motor built to withstand the strain and support the extra heat created, I think concentrating on getting everything to flow enough will need attention, with 3.5L worth of air to flow in and out of the motor that's 0.5L more than a 2JZ and 0.9L more than a RB26 to deal with. A number of people are creating bigger downpipes, test pipes and exhausts to handle getting rid of these gases so that side of the equation seems to be being addressed but allot of high revving, high hp RB and 2JZ use very big cams much bigger than the ones used by most here, bigger throttle bodies and high flow intake manifolds etc I think these areas will need more attention to get the most out of the raised rev limits we are talking about once the motor is built to handle them considering we have more air to flow.

 

Ditto.

 

Yeah the stock setup for cam timing is set for low emissions so I think this would definately need changing to get the most out of it, more so with an NA motor as it doesnt have the air being forced in under pressure. In Japan Amuse tune their cars using a reflash and control the cam timing so if Techno Square can get their heads around it then it is possible to tune it that way, or using Motec as Richie (Z350Lover) has shown or hopefully the UTEC from TurboXS will get this functionality and that will be another option.

 

How many miles do you have, i think longevity might be the issue. Every engine can take some abuse but how long have you been subjecting it to that level. I would love to rev til 7k right now. That would be sweet. I probably could stay in 4th for the 1/4mi.