Rev limiter Hit
#18
There is nothing wrong with hitting the limiter, and there is a good engine health-based argument for getting the revs up that high on a regular basis. Exceeding it, now that would be a problem. But that's why there's a limiter.
#19
Burning Brakes
#21
Burning Brakes
Join Date: Jan 2010
Location: erin, Ontario, Canada
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Multiple the rpms attained by 10 then devide by the gear in when hitting the rev limiter. Then multiply by the number of infractions given in a ticket.
[(rpmX10)/G]T+=Concern
Actually as long as your bearings are doing good and things are spinning balanced and good it is a good thing to check out the higher rpms once in a while. Believe it or not the higher rpms do make the pistons reach a little higher in the cylinder walls getting the pistons and rings to keep things cleaned off better. Bad thing to not be winding it out as a habit which allows laquers and carbon to build up and start screwing with your rings and peformance having the stuff there.
[(rpmX10)/G]T+=Concern
Actually as long as your bearings are doing good and things are spinning balanced and good it is a good thing to check out the higher rpms once in a while. Believe it or not the higher rpms do make the pistons reach a little higher in the cylinder walls getting the pistons and rings to keep things cleaned off better. Bad thing to not be winding it out as a habit which allows laquers and carbon to build up and start screwing with your rings and peformance having the stuff there.
#22
Race Director
chopperzzz, the piston travel changes by tiny amounts due to some stretch in the rods at those piston speeds.
The idea is that if you take it too easy, it builds up a carbon ridge in the cylinder, and then when you get on it, the ring catches that ridge and can be damaged.
Not a hugely valid concern in my opinion.
#23
Maybe somebody can jog my memory, but I think there was a piece written about this quite recently, maybe in Excellence's series on the M96 engine. There was some kind of metallurgical phenomenon or something... anyway, it didn't argue for bouncing off the limiter per se, but it did argue persuasively for giving the car some serious spur on a regular basis. I've read similar advice in the past. The fact is that the engine's maximum output isn't far south of the redline, so I'm going to assume it's happy there.
Of course, as Sneaky Pete points out, the mechanical overrev or 'type 2' overrev is a whole 'nother story.
Of course, as Sneaky Pete points out, the mechanical overrev or 'type 2' overrev is a whole 'nother story.
#25
For a real good one if you want higher revs out of an engine go for a looser fitting piston and make up for it with the rings. Trick is the lower tolerence pistons have the piston travel sticking to a more straight up and down force which eats power slamming the tdc and bottom. Looser pistons allow a slight arc. Yah believe it or not I'm not BSing you on this stuff above.
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#26
The "shift indicator" is in place so you don't damage the engine. If you hit it and the light comes on and revs go no higher then it is doing its job. They wouldn't set it to where you would do damage and then the indicator would come on.
#30
Rennlist Member
My '84 911 with a higher numerical rear-end ratio would get to the redline in 3rd gear between Turns 8 and 9 at Watkins Glen each lap. I didn't want to upshift into 4th for 1 second and have to downshift for Turn 9, so I would just let the engine speed be checked by the rev limiter.
I did this for YEARS. The car now has 130+K miles on it, of which probably 40K at least are track miles.
The engine has never been out of the car. No valve jobs, rings, zip.
Bumping into the rev limiter didn't hurt the car at all.
I did this for YEARS. The car now has 130+K miles on it, of which probably 40K at least are track miles.
The engine has never been out of the car. No valve jobs, rings, zip.
Bumping into the rev limiter didn't hurt the car at all.