Only reason I would want a 9000 rpm redline is so I can hit 60 in second gear (ITR tranny on a GSR)... that would knock SO much off my 0-60 time. =)
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Only reason I would want a 9000 rpm redline is so I can hit 60 in second gear (ITR tranny on a GSR)... that would knock SO much off my 0-60 time. =)
Other than the bragging rights, I see no positive reason to rev the motor this high. The valvetrain stresses increase dramatically above 8000 rpm... so to make the top of the motor bullet-proof would be quite expensive. In addition, there is no such thing as a camshaft that makes power from 4000 to 9000... so you would lose some power down in the midrange to have the proper grinds to make power all the way up at 9K. For example: compare the GSR to the Type "R" shafts... the powerband is moved up in the rpm range... the "R" doesn't have more useable power, it is just higher up.
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'93 Civic Si H/B with B18C1, JRSC @ 8psi
Best 1320: 12.68 at 110 mph
<BLOCKQUOTE><font size="1" face="Verdana, Arial">quote:</font><HR>Originally posted by dbman96:
Well... the problem I could see with that is that you'd be spinning the SC another 12% faster or something; it might not give you any more boost because the engine is consuming more air, but it will certainly get you a nice hot intake charge and if you drive it up to 9000 frequently I bet it does wonders for the reliability of the blower.<HR></BLOCKQUOTE>
Isn't it true that running 8psi essentially means turning the blower 25% faster than at 6psi? I mean, if changing the pulleys is all it takes to get the boost up, what else could that possibly mean? If so, I don't see blower rpm being a factor in this case.
JRSC+9000RPM=KaaaaaBOOOOOOOM! >>... driving home while leaving a trail of smoke. Maybe a race modified setup, but for normal use just use more boost with TALLER gearing = less RPM to go fast.