You are so right !! The concept of Tq I believe is not easily\well understood where with Hp everyone is an expert...Cars are marketed and sold on the basis of it's Hp..

 

So what is the maximum tq for the VQ35 stock internals?

I thought that the VQ35 risk was the 5000-5500 rpm arena for blowing the engine. That is why APS programmed a enrichment point around the RPM - to provide extra cooling at this rpm and reduce the tq. So I am not sure it is just tq related, but in combination with rpm?

 

Again- there are only two sources of torque, and therefore stress, in the engine. The torque made from the piston turning the crank on the power stroke, and the torque made from inertial loads placed on the crank from rpm.
So your thinking is right on MoodDude, The max stress limit is a combination of the engine's torque output (load from the power stroke) AND rpm (inertial loads). The stresses on the engine increase with both of these.
Will

 

not trying to start another motor theory thread but oh well, lol. the simple basic question here is motor effieciency. trying to harness all the power the combustion has to offer. in a piston style motor, there is alot lost in the linear motion being converted to rotational motion. this not only applies to the linear piston/ crank relationship, but also all the valvetrain, changing rotational movement to linear movement. ( cam lobe to valve linear) there has not been a way developed yet to over come this. (unless you compare the rotory). now making more effiecient exhaust and breathing capabilities create more power by the ability to either draw in more air/fuel or be able to burn a "cleaner" air fuel mixture with exhaust scavenging. in n/a applications, more hp is to be had by optimizing the velocity in the intake, head, and valve sizing. cam specs hugely rely on this info to work the best. these factors will determine when the motor is at max, or optimum flow. now to take advantage of the larger runners and valve duration/ lift and larger runners, you will need to increase airflow=rpm. this is why (for n/a motors) they need more rpm to over come the velocity losses at low rpm. this is why, on n/a motors you see the torque peak equaling or actually being less than the hp #'s when they are reaching around 100% or past 100% volumetric effieciency. simply put, blow through a small dia straw, then a large dia straw, velocity is to be had at lower flow on the smaller straw and higher flow is needed to max out the larger straw, make sence? in n/a the piston intake pulse will grow with rpm as long as the runners and cam allow it too.

now put a source of forced induction into the mix!! alot of the same theories still apply, yet you are no longer relying on the draw of the cylinder to pull in the charge, but it is being pushed in by some type of compressor. rpm and torque peaks can change, but will still have the same relationship as a n/a motor.

ok, so back to the question, how to make the motor more effiecient? like i said, you figure that out, and you will have a billion dollar idea on your hands!!!! i give much praise to the rotary motor and prof. wankel for being able to develop an engine that eliminates alot of internal stresses. unfortuneately, ford bought the patent along time ago and it has it's own demons with modification!!

again, alot of this is "motor 101", and the topics here can reach for many pages of info. many books have been written on all this. if you wish to come up with a new idea, best to gain all the knowledge you can. i have been thinking along these lines since i was 11, lol. i havn't come up with a new motor design yet, hahhaah.

 

I have been thinking about girls since I was 11 . Now if you can make a more effienent woman we may have all the money in the world .