8000k+ redline
 

What do you guys think the stock block can handle safely? After uprev osiris and other ECU upgrades come out, what redline will they set their flashes to for simple NA upgradess?

I guess only time will tell, but how did the previous VQ handle high revs?

My superchared RSX(11 psi) has a 8200 redline, but we tuned it and ran it with a 8800 redline all day long...........and 40k boosted miles later it still has perfect compression and leakdown.....

I just love high revs and would love to be pulling 8k+ revs all day long once I get my 370:driving:

I have no idea about these engines in particular, but usually the conventional wisdom is that you raise the redline when you upgrade the internal engine components to handle it (stronger components, closer tolerances on lengths and weight balancing, etc). I'd be a little worried about raising it on a stock engine with no internal changes - but this is based solely on experience with american V8's.

It all really depends on if the engine will make more power at that point. Honda engines are notorious for being able to push power past the stock redline. I had a boosted EP3 before this car so I know a good amount of the potential that K-series engines have.
Depending on the engine design some cars such as the older Audi/Volkswagen engines begin to see a drop in power production at higher rpms.

From the looks on dynos so far, power seems to plateau all the way to redline. The only we'll find out if someone is willing to push their stock block.

Everytime I dyno, my tuner shows me that the car is still making power and the hp is still climbing hard by redline. We can benefit from a higher redline, however it is risky with a stock valvetrain...

I think the valvetrain is going to be the limiting factor. The pistons and rods are really stout they should be able to handle 8,000 plus rpm without any problems. But the VVEL is really sophisticated and has a lot of moving party. If you damage it you have to replace the whole head there are no replacement parts available and I'm guessing it's pricey. I think 8,000 rpm is a good limit I wouldn't push it past that for fear of damaging the valvetrain.

Many G37's have 8000+ rpm tunes and I have not read of any issues yet. +500 rpm should not be that big of a variance for stock springs. The VHR's were designed for High RPM operation. Typically valve float is a precusor to spring failure, and I have never seen a dyno showing any high RPM float. I've seen Technosquare Dyno's running past 8100. They all seem to make power climbing right until 8K. I look forward to seeing this soon from tuners.

What does valve float look like on a dyno run?

Typically spikey drops in torque over a few hundred RPM and no more real power being made past the bad harmonics. Also tends to go pretty rich on the AF side. Granted smoothing options hide it some, but usually shows up if its severe enough. The way these things are making power to redline and beyond, it's definately not happening.

Dents in the hood!

Smartass :p Reminds of years ago when my little sister ran a toyota through deep water and sucked it in the intake. There was a golf-ball-sized hole in the side of the engine where a rod exited :)

if ur following killerbees journal. he now has a 8000k redline thanks to technosquare tune

Perfect example of valve float right here, on my 2000 Camaro:

http://images26.fotki.com/v888/photo...SC03288-vi.jpg

See the sudden power drop off? Note, my RPM limits went up with a simple cam and valve spring swap. Stock LS1's were good all the way up to 7K RPM really, as long as the valvesprings could handle it, although ARP rod bolts were a solid investment :)