Raising The Redline On The Z

chuckie311

yes that's there shop rate.. Dropping the car off tomorrow for install...

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Tuned by (Seb@Specialty-Z)
2011 G37 Cam'd FBO 347whp 280wtq Corn Fed 4.08 Gears

TMRN370z

Contact SuckerPunch directly.

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Z1 34 row oil cooler | ATI Damper | Stillen Gen 3 | Art Pipes | Resonated XYZ | Tomei | BC Racing ZR coilovers | Z1 Adjustable Suspension Package | Z1 SS brake lines | Carbotech XP 12/10 | Stillen brake cooling kit | Setrab 25 row AT cooler | Z1 power steering cooler

JARblue

FWIW, Concept Z responded to me that they just sold out but are having more SuckerPunch oil pump gears and housings made. They're telling me it should "be around a week."

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BGTV8

My concerns is with the rod bolts ... JWT will tell you that this is the weak point in a race motor above ~7800rpm

If I was running to 8000rpm on a track I'd life the rod-bolts to 40 hours.

zer099

Going with a CARR rod bolt (or equivalent) should solve that issue.

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2009 G37X | 326 AWHP | 264 AWTQ

Spooler

Then you have to worry about the crank and oil pump. The motors JWT prepared were dry sumped due to this issue and had Bryant cranks. It's not just the valve float you have to worry about.

zer099

You still going back to the price-is-right estimations we had? Is there a single recorded case of a crank in our engine braking due to over-reving? The two wet-pump/OEM style options (that I am aware of) both claim to be good up to around 8500rpms. The NISMO option (not included in the previously mentioned two) is crap. Going dry sump and custom crank seems like a lot without recorded failures to justify it. I understand precautions but innovation often trumps throwing money at something. If the stock crank can handle 8500, and you have a pump to handle 8500, and if their is a valve-train issue and it is addressed to handle 8500, why throw $8-$10k more at the engine when it can be better spent on the consumables you will need to purchase when racing? Rod bolts and better mains would be a good investment as the strain will be there, and it's cheap insurance in my opinion.

Suckerpunch alone claims their pump set-up is race proven up to 8600.

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2009 G37X | 326 AWHP | 264 AWTQ

Spooler

No one is going to post on here everything they know. Take that for what it is worth. Many secrets out there.

Rusty

Doren Racing was changing the OEM crank after every race because of breakage. It took them 2 years for them to have the rules changed to run a billet crank. Broken cranks have cost them some race wins. The OEM crank is not good for over 8K for racing.

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浪人 - 殺し屋
"The Difficult Anytime, The Impossible By Appointment Only"
http://www.the370z.com/members-370z-...o-journal.html

JARblue

Good memory - I remember Doran was having problems. But even after the rules were changed I thought they were still running into issues at times. Couldn't remember all the details

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zer099

I'm not looking for trade secrets but generalized information without ambiguity or apparent speculation is more helpful to the community I would imagine. Helping a common guy plan a build is often vastly different then a race team trying to get their car ready for a season. The whole point of this forum, I thought, was for the common enthusiasts to share information and grow. I know more vetted members can get frustrated with what may seem like ridiculous new blood questions but it's sharing information like what was learned from race teams and from our own experience that can help everyone grow; at least that's my thoughts and experience from being apart of these types of forums over the years.

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2009 G37X | 326 AWHP | 264 AWTQ

Spooler

The search function is your friend. Use it and spend hours reading old threads. The data is out there.

zer099

You're presuming no search was done. Search "broken crankshaft" and you get six returns, none about breaking a crank. One from 2016 where a guy directly asks about the limits of breaking the crankshaft and the one reply he gets is more focused on HP and a slight guess at RPMs. Try "broken crank" and you get about two pages, but only one useful thread (in regards to the question), sans this thread that now shows up in that inquiry. And that one thread doesn't actually state why, how, conditions, or anything of the like; just that a when they retired an engine it typically had a broken crank, and their rev limit was 8750. Same goes for "valve float". I spent the better part of my time searching these boars and the internet before commenting in this thread. The original question in this thread was about 8000. The necro-revival of this thread was about similar, and in either cases I found it doubtful it was about season tracking the car and living its life in the 8000+ range. To enter the conversation and tell people they need to worry about there crank can seem absurd. We have no evidence you need to worry about your crank in the low 8000s with the type of use the engine is most likely going to see. Valve float, maybe. Rod bolts? According to a reputable shop it is an issue. Oil pump, for sure, we all should know that (though dry sump is not the only answer or the correct one depending on the engine's use).

The data is not always out there sometimes. Sometimes you have to wear on people's nerves to get information that they themselves might think is out there.

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2009 G37X | 326 AWHP | 264 AWTQ

Elmo370z

Food for thought. Fund the frontier my friend. Sign up for tracks day beat the crap out of it for a season if it last, tear down the motor inspect every part, document it. Rebuild it and see what part fails again. Like others have stated mostly race teams have gone this route. Most people don’t want to fund the R&D. If you watch grid life static 370z has a 8k redline, at the end of the season ask him how his motor held up, curious if he will tear down the motor to inspect any failures starting to arise or will he just run it until it blows up or when it blows up will he take the time to inspect everything and share his experience or like most will he just junk the motor.

Spooler

It is really simple. Lay your money on the table and take your chances. Then you can see what breaks. If you want the experience and proof you have to PAY for it. Either by someone else's knowledge or your own actual experience. I don't think we have that to worry about though, you aren't going to do anything.