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Thread: Safe max rev on SRXXVE cams

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Posts: 111-120 of 190
2012-09-01 15:00:57
#111
i was not on stock springs. I was on supertech 130 lb springs and titanium retainers. lol. No chance in hell i would have revved stock springs to 10k plus.
2012-09-01 15:05:36
#112
Originally Posted by BlueRB240
When I said go from that point I meant ID the point of Peak power and go few hundred RPMs after that. Found a old Dyno from my friends VE. We were testing Frankling Stage 3 cams vs OEM N1's. He had a 3" exhaust and a 20V header with a 3" secondary on it.


This chart is the perfect example. At 8900 rpm the car was still making 185whp. So say you shifted at 9k and you have a 2k rpm drop during the shift and thats being generous as its usually slightly more. That would have put the car back at say 7k where it was still making about 190whp.

Now say you shifted the car at 8k which is 200 rpm after it peaked in power, car would have fell to 6k during the shift where it was making barely 155whp or so.

See what i mean? By shifting at 9k you just gave yourself a much higher overall average whp at any given time which will in turn = faster acceleration no questions asked.
2012-09-01 16:12:59
#113
on that dyno, graph you would best to change at around 7200rpm, as that is where the torque start to drop off. and it bring you back onto the ramp of torque, as we all know torque wins the race no hp. it is nearly the same time as peak hp is also made. beyond that it just flucuates
2012-09-01 16:49:04
#114
Originally Posted by bummy
on that dyno, graph you would best to change at around 7200rpm, as that is where the torque start to drop off. and it bring you back onto the ramp of torque, as we all know torque wins the race no hp. it is nearly the same time as peak hp is also made. beyond that it just flucuates


lol @ 7200rpm shift.
if torque wins races, diesels would be king of the track.

i'd shift about 8500rpm, with good ratio's you'd land back at 6500-7000rpm and have a nice rev range to race with.
2012-09-01 16:53:01
#115
Again no point to argue. Torque does not win races.

And yes gearing can play a roll, it all depends on what rpm the shift drops to is where you would want to shift. Im saying right now that on normal ratio trans with a 2k rpm drop, right at 8900-9k would be the optimum shift point.
2012-09-01 20:26:27
#116
Originally Posted by bummy
on that dyno, graph you would best to change at around 7200rpm





Perhaps on the KA24DE.. I take even my SR20DE with bolt-ons to 7800rpm at the track..
2012-09-01 22:07:48
#117
............
Originally Posted by ashtonsser
Originally Posted by BlueRB240
When I said go from that point I meant ID the point of Peak power and go few hundred RPMs after that. Found a old Dyno from my friends VE. We were testing Frankling Stage 3 cams vs OEM N1's. He had a 3" exhaust and a 20V header with a 3" secondary on it.


This chart is the perfect example. At 8900 rpm the car was still making 185whp. So say you shifted at 9k and you have a 2k rpm drop during the shift and thats being generous as its usually slightly more. That would have put the car back at say 7k where it was still making about 190whp.

Now say you shifted the car at 8k which is 200 rpm after it peaked in power, car would have fell to 6k during the shift where it was making barely 155whp or so.

See what i mean? By shifting at 9k you just gave yourself a much higher overall average whp at any given time which will in turn = faster acceleration no questions asked.


8500ish going to 9k would be a waste of time.
2012-09-02 02:11:06
#118
Originally Posted by BlueRB240
B12 what revlimiter lol. The limiter was his left foot.



I could rmember those B series way back where they put Hondata no rev limit chip on stock springs LOL and kaboom

good thing the SR can withstand more , im sure gonna put some SPtechs when i have extra money



i think ashton is right,and i think the gearing ratio affects what rpm it would drop...
2012-09-02 02:17:12
#119
That dyno is old I think 2007 maybe or 06 can't remember. It was done with a Calum RT ecu. Once you try and set the limiter over 8200 you have no revlimiter.
2012-09-02 04:02:53
#120
Originally Posted by ashtonsser
Usually n1's with good bolt ons to support it will still make power to 9-9200 rpm. All day long. My buddy was revving his stock spring and retainer ve w/ n1's to 9k all day long for several years and never had a problem. His motor and head are the block and head on my car right now. The pistons had no marks from valves touching or anything. And the motor saw probably 11k+ on a couple mis shifts when he had no rev limiter doing no lift shifts to 2nd and 3rd and missed gears. Again never had issues. It pulled on the dyno all the way to 9k as well without falling off power.



Originally Posted by ashtonsser

N1 cams normally peak around 8100-8200 but they will hold really good power out to 9000-9200 depending on mods. A dyno is the only real place to get the most spot on rev limiter set that will give you the broadest powerband.


Ashston, I respect you for the Turbo game but I think you are exaggerating about the N1 cam NA rpm capability.

Most motor with N1 normally peak power around 7500 rpm and nose dive right after that. Only motors with custom intake manifold and header peak above 8,000. Maybe one or two VE are able to hold peak power to 9,000 and they are not running N1. All you have to do is look at the VE dyno database on the old sr20forum.

BlueRb240 and I are speaking from experience testing cams and intake manifolds. BlueRB240 has help set up 5 dyno days where we have seen 12 VE equipped cars dynoed and none of them ever peak above 8,000 rpm with just N1 cams.

If you still insist your friend motor made power all the way to 9,000 rpm, please provide a dyno chart and BlueRB240 in return can provide more dyno charts since he has access to this particular dyno jet.
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