7K rpm ok with stock shortblock?
09-20-2004, 02:16 PM
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7K rpm ok with stock shortblock? I upgraded the stock rob bolts to ARP's(not the pro version) and i have a capable valvetrain. Keep in mind the engine will not see this on a daily basis only at track days and such.
I know my engine life will be less but i just want it to last for the time being.
I know my engine life will be less but i just want it to last for the time being.
09-20-2004, 02:31 PM
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You are on borrowed time with a 7k limiter, but it is doable with the upgraded rod bolts. Just make sure you have good clean oil and filter in it for the track days and it should last awhile. Just don't be surprised when it lets go though.
I would at least be thinking about what route to take with the next motor also.
I would at least be thinking about what route to take with the next motor also.
09-20-2004, 05:48 PM
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Originally Posted by 98_1LE
When you say track days, do you mean HPDE events on a road course, or trips to the dragstrip? I spun a rod bearing at 34K (hard miles) with a 6600 limiter.
09-20-2004, 06:57 PM
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Originally Posted by Fireball
I've seen 7K rpm NUMEROUS times
I have Upgraded rod bolts only
I have Upgraded rod bolts only
Of course there are many variables, oil pressure, temperature, weight and type, bearing clearances, power, detonation, etc. I wonder at what crankshaft position bearing wear occurs in? Ideally the crank never touches the bearing while in service, and there is zero wear. So I'd imagine there would only be enough force to cause the two to touch during the power stroke (maybe with some det) or during overlap at TDC.
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09-20-2004, 07:02 PM
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I was told by a sponsor that 7000 was safe. Im at 6800 with a completly stock bottom end. This builder raised it even i expressed the fact that i did not want it that high. Should i lower iti realy didnt wanna go past 6500.
09-20-2004, 08:16 PM
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Originally Posted by PG45
I was told by a sponsor that 7000 was safe. Im at 6800 with a completly stock bottom end. This builder raised it even i expressed the fact that i did not want it that high. Should i lower iti realy didnt wanna go past 6500.
BOTH STOCK BOTTOM ENDS. Right down to the oil pumps . . . which is what went on both motors
To last as long as possible on stock bottom ends you need a KILLER tune. We beat these motors harder than anybody in the country save the SCCA. They can take it if it's tuned right.
On regular track cars that see a Friday or Saturday night; 40K miles isn't stretching if you have a ported LS6 pump and rod bolts.
That said . . . I'll be ordering my pump next week
09-20-2004, 08:36 PM
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upgraded oil pump and rod bolts..CHECK!
Mine has 60K ABUSED MILES. My car only goes out on weekends to be driving like i hate it. I salute the LS1!!
Hopefully i didn' out of round my rods with the ARP's and my motor will last another 60K miles....hahaha
Mine has 60K ABUSED MILES. My car only goes out on weekends to be driving like i hate it. I salute the LS1!!
Hopefully i didn' out of round my rods with the ARP's and my motor will last another 60K miles....hahaha
09-20-2004, 09:17 PM
#14
Eddie,
I turned my stock internals motor to 6600 for a couple years without a single issue.
I turn the H/C motor to ~6850 on every pass with stock rod bolts. I don't turn it anymore because it's making good power right where it's at
It's basically your call. I've seen some cars do it without issues, and I seen others only do it once
I turned my stock internals motor to 6600 for a couple years without a single issue.
I turn the H/C motor to ~6850 on every pass with stock rod bolts. I don't turn it anymore because it's making good power right where it's at
It's basically your call. I've seen some cars do it without issues, and I seen others only do it once
09-20-2004, 09:27 PM
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Originally Posted by WILWAXU
It's basically your call. I've seen some cars do it without issues, and I seen others only do it once
09-21-2004, 01:33 AM
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Originally Posted by Cricket99SS
Also, 98_1LEs 6,500+ rpm adventures are a little longer than 6-12 seconds at a time.
If you add up all the time spent at WOT in a hard track weekend, it can easily be over an hour. Thats 300 12 second drag passes right there. The most I've ever abused a car in a single night is about 5 races to 170 mph, and many more to 150-160, then a steady cruise at 140ish for ~10 minutes (uh, all on a closed track, of course). But on some road courses, you can hit 150-160 2-3 times per lap. So a lot of it depends what your application is.Too bad GM didn't give us a oil cooler with the motor, sigh...
BTW, what evedence do people have its the rod bolts that fail? And after the rod bolts are replaced, what fails next?
Originally Posted by NoseUpChromeDown
I feel these motors can far acceed some of your expectations. I'd like to think my rescent teardown is proof of this. Just my $.02...
I know one Z06 T1 racer (I think it was Subdriver) was telling people on Z06vette.com how he was reving "quite a bit" over 7000. He wouldn't say how much exactly, and I'm assuming he has a blueprinted stock LS6 bottom end (I'm not sure if the rotating assembly is different from the LS1?). The bottom end didn't let go, but the timing chain did (evedentally GM makes some kind of chain damper to be used with high RPMs). I think this was in a 30 minute sprint race.
Last edited by Grant B; 09-21-2004 at 01:45 AM.
09-21-2004, 06:53 AM
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Originally Posted by Fireball
I've seen 7K rpm NUMEROUS times
I have Upgraded rod bolts only
I have Upgraded rod bolts only
Originally Posted by Grant B
Numerous doesn't really mean much compared to the amount of durability testing GM did with the stock redlines. I'm not trying to flame anyone, just saying that people's definitiion of "Numerous" can vary, and someone might take your post to mean that 7000 rpm is safe.
Of course there are many variables, oil pressure, temperature, weight and type, bearing clearances, power, detonation, etc. I wonder at what crankshaft position bearing wear occurs in? Ideally the crank never touches the bearing while in service, and there is zero wear. So I'd imagine there would only be enough force to cause the two to touch during the power stroke (maybe with some det) or during overlap at TDC.
Of course there are many variables, oil pressure, temperature, weight and type, bearing clearances, power, detonation, etc. I wonder at what crankshaft position bearing wear occurs in? Ideally the crank never touches the bearing while in service, and there is zero wear. So I'd imagine there would only be enough force to cause the two to touch during the power stroke (maybe with some det) or during overlap at TDC.
Past performance doesn't guarantee future results
