Raising The Redline On The Z

Spooler · 03-28-2019, 06:05 PM

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 · 03-28-2019, 06:19 PM

Quote:

Originally Posted by 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.

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.

Spooler · 03-28-2019, 06:33 PM

Quote:

Originally Posted by 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.

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

Rusty · 03-28-2019, 07:06 PM

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.

03-28-2019, 07:06 PM	#4 (permalink)
Rusty A True Z Fanatic Join Date: Dec 2011 Location: Fayettenam,Pennsyltucky Age: 70 Posts: 35,571 Drives: 2011 Nismo GM 6M Rep Power: 2684440	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. BGTV8, JARblue, Elmo370z and 2 others like this. __________________ 浪人 - 殺し屋 "The Difficult Anytime, The Impossible By Appointment Only" http://www.the370z.com/members-370z-...o-journal.html

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03-28-2019, 06:05 PM	#1 (permalink)
Spooler A True Z Fanatic Join Date: Jun 2014 Location: Ga Posts: 14,153 Drives: 2013 Nismo 370z Rep Power: 2684394	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.