If you don't think piston speed is an issue... consider this.

S2000 (F20C1) = 4965 ft/min
Lamborghini Gallardo = 4867 ft/min
McLaren F1 = 4288 ft/min

We all know that the head can be upgraded to handle higher rpm but like I was sayin earlier... the piston speed is pretty much maxed. It is actually quite impressive that our engines are so reliable with such a high piston speed. I agree that you would probably want to de-stroke it a bit before going to extreme rpm. It would also need some serious head work to get power up that high. It sure would be pretty sweet to have an S1800 that revs to say... 11k rpm. I wouldn't mind giving up a few pounds of torque for 20+ h.p. but would it be worth the $$$? Probably not

 

Actually I think the issue with that video was that he was revving the stroker motor to 9000 the whole race. I think they bored it out to a 2.2 and the usualy recommended redline for that is about 8500ish. You could be right though.

 

it actually sounded like he got too concentrated on aggressively entering the corner and downshifted too early (mechanical overrev) if you actually listen to the sound of the engine. happened to me on the track too, but luckily it didnt overrev too far (maybe 3-400 rpm above 8k).

 

Guess your right, I just find it hard to believe that even professional drivers can make that mistake. Makes me feel better about over revving mine the 2nd day I got it

 

The question of why has still been overlooked.

There are dangers to increasing the redline and assuming that you had the $$$ for the block prep and head work.....

Why is no one exploring past 9k?

I think I am looking for more first hand experience from some members who have tried getting more power from the internals.

 

I dont think this holds true unless we're talking about 11,000 rpms. Yes, I know that the piston speeds are very high with these engine, but speaking for the AP1 I'm fairly positive I can get the rotating assembly to spin to at least 10,000 with a fully balanced engine, but there's no point if you don't make power that high. And also the valve train is the part I would worry about with the 3 piece rocker arm design it's heavier than most conventional designs.

 

Truthfully I've always had my goal of making a true high revving engine out of the F20 but it's on pause until I can learn a lot more on engine tuning as a whole, not just adding this and that part and seeing what it makes. It seems to be all about not being able to flow enough air. People always talk about how the ITBs never add anything to the high end power. I just think they aren't designed right personally. The whole idea of that is a short runner length with a wide diameter to be able to flow a bigger volume of air in a shorter period of time which is what happens at higher revs. People talk about losing intake air velocity and that being the reason why it doesn't make power but that should only hold true for the low end. When the engine is spinning that fast the engine should provide enough suction to take care of the velocity problem. But this is all just my theory so take it with a grain of salt if you want.

 

I belive it is the turbulence of the air that prevents enough air at peak for top end gains for ITB's.

 

you ahve a contradiction in your statement.


if you bored it over its not a problem....if you stroke it out then that affects piston speed. bore doesnt. it affects inertia but not piston speed.


as for all that math above....so what. thats a lambo. they have the worlds smallest pistons/strokes and make 3Lv 12's.

look at the 4g63 that one is always rapped out to 9K or better and look at its dimensions

 

Yeah, well I've got a single cylinder nitro rc car that revs to probably 20k and the whole thing was about 400 bucks. Beat that you rev grubbers!!