5252 is a conversion factor that comes from the somewhat arbitrary definition of "horsepower" as the unit of power, and using rpm as the engine speed. If they'd used N-m and kW to define the power and torque output, you'd have a different factor.

Great little video, though. If you think the sound is impressive, wait until you hear them in person.

 

Its probably an engineering thing that's why your physics professor didn't know about it.
Engineers usually simplify equation to fit "real" life problems>

**EXPERIENcE**

 

You're probably forgetting the 2pi difference between measuring in radians per minute and revolutions per minute (RPM).

 

Yes this would create the perfect valve timing for every rpm and actually is easier to accomplish than you might think. A little programming and the right setup. Just getting sensitive enough equipment that can hold up to day to day driving would be the trick.
In all honesty, I don't think this would do much for increasing rpms. I was under the impression that the forces of back and forth movement on the pistons and rods were the primary limiter.

 

2 stroke motors get a much higher redline, and no valve train. Part of the issue with 4 stroke is the piston and the valves. If the piston moves faster than the valve spring, then you have issues. The motor that is mentioned in/by the OP has pnematic valve springs. Part of the reason they get up to 19000 is the pnematic valve springs close quicker.

Though I do believe some form of electronic valve train has to be the future. VTEC is a step in this direction, since the ECU decides when to engage the extra valves. But with full control the ECU could give you the cam profile of the most efficient civic at 1/4 throttle and a drag car cam at 100% throttle.

 

Somebody should swap a Radical 2.6L V8 into an S2000. 300hp and 170 ft-lbs of torque with a redline of 10500rpm would be incredible.