10k RPM's, what would it take, and how much?
10-29-2002, 08:30 AM
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10k RPM's, what would it take, and how much?
Everyone always talks about super and turbo chargers, but i honestly would rather have my car turning at 10k just to say that it does, and of course the added thrill! I know it would be expensive, and most likely require a new valve train and other expensive parts, but can it be done? Also, what will the engine wear increase be like? Thnx
Brandon
Brandon
10-29-2002, 03:07 PM
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The stock cam timing stops making power after 11,000 rpm. To get to that point you'd need aftermarket valve springs and a method of bypassing the stock rev limiter (AEM EMS is what I recommend!! 
)
Obviously if you rev to 11,000 rpm you're spending more of your engine's life away.....
Contact Crower, they should be able to hook you up with valve springs.
Chris
)Obviously if you rev to 11,000 rpm you're spending more of your engine's life away.....
Contact Crower, they should be able to hook you up with valve springs.
Chris
11-01-2002, 06:44 AM
#6
To get your motor to 10K rpm, rev the car to redline in 2nd then downshift to first. This is only required once. 
You might even hit 11K or 12K rpm. 
You might even hit 11K or 12K rpm.
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11-01-2002, 09:34 AM
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Originally posted by Randman
Dang, you guys talk about going to 10k, I am still waiting till my car sells so I can get an S2k, but I'd be happy if it went to 6500!
Dang, you guys talk about going to 10k, I am still waiting till my car sells so I can get an S2k, but I'd be happy if it went to 6500!
11-01-2002, 01:07 PM
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The cheapest way to get your car to 10k rpms "just to say that it could" would probably be stronger springs and a method to override the fuel cutoff at 8900. You'll most likely need/want lighter valves (read: titanium) and retainers to reduce the inertia of the valve assembly (and prevent floating as well as increase airflow and hp).
In my opinion however, the 2 largest things contributing to engine death are 1) frequency of oil changes, and 2) rotating mass (frequency of full throttle, high rpm runs). High crankshaft speed puts a tremendous strain on rods and pistons.
My physics might be completely off, but I took a stab at it making a few poor assumptions: pistons weigh about 500g, the stroke is 84mm: the force exerted on a piston at 9000 rpm is roughly equal (like I said, if my math is right) to up to about 24000 N for a split second (assuming pistons get to around 39m/s at mid-cycle). At 11000 rpms, that same piston would get to 48.3m/s at mid-cycle and undergo forces of up to about 35000N (a 45% increase!).
It doesn't seem like much to increase the redline only 1 or 2 thousand rpms, but because you are accelerating the piston faster it has to both A) move to a faster speed at mid-cycle and B) accelerate in less time in the other direction at TDC (and bottom).
I've got the math scribbled down here if anyone was interested in how I came to those numbers.
cd
In my opinion however, the 2 largest things contributing to engine death are 1) frequency of oil changes, and 2) rotating mass (frequency of full throttle, high rpm runs). High crankshaft speed puts a tremendous strain on rods and pistons.
My physics might be completely off, but I took a stab at it making a few poor assumptions: pistons weigh about 500g, the stroke is 84mm: the force exerted on a piston at 9000 rpm is roughly equal (like I said, if my math is right) to up to about 24000 N for a split second (assuming pistons get to around 39m/s at mid-cycle). At 11000 rpms, that same piston would get to 48.3m/s at mid-cycle and undergo forces of up to about 35000N (a 45% increase!).
It doesn't seem like much to increase the redline only 1 or 2 thousand rpms, but because you are accelerating the piston faster it has to both A) move to a faster speed at mid-cycle and B) accelerate in less time in the other direction at TDC (and bottom).
I've got the math scribbled down here if anyone was interested in how I came to those numbers.
cd