How is Redline figured on non stock configurations?

chromebumpers

chromebumpers

solid fixture here in the forum
Staff member
So if you're building a new set-up or just modifying the stock drive-train, how do you know the RPM limits?
 
I know you don't like high Rpms over 6- 6,500 Rpms Grumpy.
Racers have been pushing the limits for decades now.
7k is considered a low revving engine in Race circles.
Drag racers turn 8-9 k typical.
Dirt track 8-10k.

Honda import fast & furious turn 9-11k.

Just saying.
 
87vette81big said:
I know you don't like high Rpms over 6- 6,500 Rpms Grumpy.
Racers have been pushing the limits for decades now.
7k is considered a low revving engine in Race circles.
Drag racers turn 8-9 k typical.
Dirt track 8-10k.

Honda import fast & furious turn 9-11k.

Just saying.
Click to expand...

What I like is, building cost effective,easily duplicate-able engines, from off the shelf components if what I need is available, if not I have zero problem fabricating some components or modifying whats available if required,engines that use mostly built from well matched correctly fitted components. I like having total predictable control on a valve train components and long term durability, with low maintenance and in most cases large displacement high compression engine combos
I prefer to keep the piston speeds under 4300feet per minute , and Id prefer to keep the compression as high as I can , simply because its generally going to make for a more responsive combo with higher torque in the useable rpm range.
now in most cases thats engines of 400 cubic inches or larger displacement, and when I can 11:1 or higher compression, so 7000rpm is about where Im comfortable limiting valve train speeds, and I have zero issues building bigger displacement combos that might never see 6500rpm.
given the choice Id gladly give up that last extra 2%-5% of potential horse power in exchange for an added 20%-to-50% greater engine life expectancy, which is in many cases a choice you ARE forced too make
 
There hasn't been many true race engine builds in some time now in the magazines Grumpy.
All pump gas builds.

Start with 12:1 -14:1. Compression.
Race Gas.

Its real competitive out there today.
Twin turbos the norm.

Still takes a super strong rear end to handle all.
Dana 60.
57-64 Pontiac Olds .


When the going gets tough I have found winding to 7-7500
gets you up front.
Any less neck to neck. Or you get passed.
 
The 1963 F100 rear Dana 60 measures 61.3 inches flange to flange.
5/8 " wider than a 1970 Hemi Cuda Dana 60 rear.
Measured & researched recent.
 
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