Rev higher

I did. But I don't read good.

Depends.

>lightened rotating assembly
>reworked valvetrain
>more aggressive camshafts that make power high in the rev range
>new ECU and tune to give enough fuel for new power and reset rev limiter

If you just raise the rev limiter you won't do anything except run the risk of breaking things most likely.

thank

Really depends on the car , I bumped my rev limiter from 7500 to 8200 with a billet oil pump and fuel system, the valve train was strong enough to handle it. It's a boosted 370z and the engine really only needed better oil delivery.

So the only limit is every possible thing that could be a limit.

Thanks for the help, stupid.

>forgetting retainers
It's like you want the valve springs to shoot out the hood

first of all
HEAD GASKETS ARE TRAITOROUS SUNS OF BITCHES

keep an eye on cooling and lubrication
stock water pumps and radiators are not very good
you'll want a pump that avoids impeller cavitation while also having sufficient flow

and if your really nuts get something like evans waterless coolant (reduces boiling and pitting of water jacket)
on the high end of this is things like swirl pots and catch cans
for pretty much every kind of fluid just to get bubbles out

so much as half of an engines cooling can be done by oil you need flow there too and possibly an oil cooler
also as rpm go up you may get into oil starvation in the valve train
and worse some problems with the crank shaft bearings

part of avoiding oil starvation is having the oil at the right temperature
the temperature of the oil changes its thickness and how much distance it will cover from the pressure applied to it (same goes for water)
to this end some cars have oil to water heat exchanger for quick warm up

or in the case of air they have a port that goes from the exhaust manifold heat shield to the air intake (hot air intake)
but that's more to do with winter starting same with radiator muffs

If the engine were to operate primarily under 5,000 rpm,favouring a longer stroke helps get piston speed up.
However, beyond 6,500 rpm, a large-bore engine simply breathes better compared to an equivalent-displacement but longer-stroke engine.
there is a bunch of stuff about air intake .eg volume vs flow

>more aggressive camshafts that make power high in the rev range
at lest with old engines that don't have vtec or what ever
a lumpy cam sort of moves the torque curve further up
and at higher rpm crank geometry becomes more important

Great info, but fuck what's punctuation for 400 Alex

apologies
I never learnt to touch type punctuation
one line return for apostrophes two for full stops

also that post was pushing close to 2000 characters as it is

So, one think that I have not yet seen touched upon is piston speed.

During a stroke (one recriprication of the piston) the piston goes from a stopped point (Top dead center) accelerates to some velocity, and then must be slowed down to a stopped state once more (bottom dead center) So, there is a practical limit to how fast that piston can reach, as there is a mechanical limit on the tensile strength of the engine's rod (ie, if the piston speed is too great, the rotating assy will just tear itself to pieces)

So lets say you have two engines, a 2.3 liter 4cyl with a bore of (x) and a stroke of (y) and another 4cyl with the same bore (x) but a stroke of 0.783(x). At 7 grand, the first engine has a max piston speed of (z) but the second engine will have that same piston speed at 7000/0.783 = 8940rpm(!)

My point is, you need to look at the bore and stroke ratio of your engine and it's geometry to determine how well the rotating assy can handle higher engine speeds.

Then there's the matter of how your heads are designed, how your camshaft is cut to handle flow at high rpm, if you can upgrade your internals to lighter ones to reduce rotating inertia, valve springs to keep lifters in contact with the cams at high rpm, and cooling the engine/keeping it oiled at higher RPM/outputs. All of which could be dissertations of their very own, but I'm lazy

TL:DR Depending on your engine's basic geometry and how robust it is, you might not need to do anything, or you might need to do everything.