So a (mutual)friend of mine just had CTR cams, Skunk2 valve springs/ retainers, Skunk2 IM, and ITR header put on his 2000 GS-R (60k miles). Stock bottom.

He had his ECU chipped and now it Redlines at 10k.

He's constantly raping the **** out of his car and bragging to everyone how fast his car is and he can rev to 10k and he's the **** and blah blah blah.

I told him to chill out, you don't make power up there so why risk it. So, he said he'll keep it down to 9.5k

Should he even be reving past 9? Why isn't this fool's motor toast after all the abuse?

 

why not be like takumi and take it to 11k? thats real jdm.

update us when he blows his engine

 

hate to say it bro, when he drops a valve and all his friends chip in time
and parts to get him back on the road might be the best thing that happens
to him, although hard.

 

video tape every run he makes at 10,000 rpm so we can have a great entertaining video to show to people every time they think about doing the same thing... kinda like that old top gear video of them blowing up the ferrari...

vrmmm...vrmmmmmmmm....POW!

Nathan

ps...some people have to learn the hard/expensive way :-/. Those poor rods are gonna "explode".

 

I'm sure if he could go to 12k he would. It's weird though. He's made a ton of passes to 10k, and his engine is still running smooth. I can't wait till something explodes. I want to be in the car.

 

 

sounds like someone i know who bought a 98 spec ITR swap and used a *type R* chip that had vtec at 7k and red line at 11500 he tought he was awsome going past the 9k mark, a couple months later the drops a valve while waiting at stop light.

 

HAhAHAHAH i love those fools who think more rpm must mean more power. There is no need to go past 9k with that setup. If they wont listen let em learn the hardway. expletive em. Engine physics will give them a lesson they will pay for. Haha

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by 93EGB18C1 &raquo;</TD></TR><TR><TD CLASS="quote">So a (mutual)friend of mine just had CTR cams, Skunk2 valve springs/ retainers, Skunk2 IM, and ITR header put on his 2000 GS-R (60k miles). Stock bottom.

He had his ECU chipped and now it Redlines at 10k.

He's constantly raping the **** out of his car and bragging to everyone how fast his car is and he can rev to 10k and he's the **** and blah blah blah.

I told him to chill out, you don't make power up there so why risk it. So, he said he'll keep it down to 9.5k

Should he even be reving past 9? Why isn't this fool's motor toast after all the abuse? </TD></TR></TABLE>

So, he had some headwork done... thats great. The head may be capable of handling the high rev's, but his OEM bottom end is not. This is the difference between the ITR motor and the GSR motor. Regardless, reving to 10k is pointless. My redline is set at 9k, and its extremely rare that I even come close to that.

 

yo u gotta understand revving high doesnt make u faster, if u aren't making power that high, then ur actually making ur car slower, and obviously gonna screw it up

 

thats so not fair i accidently missed a gear once on my lude and f*cken punched a valve and this fool gets it every pass and itas still good... not fair!

 

only time revving high helps is when youre on thr track and you dont have enough room to upshift. you can stay in gear longer until you have to downshift again. better to downshift 1 gear instead of 2

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by 93EGB18C1 &raquo;</TD></TR><TR><TD CLASS="quote">So a (mutual)friend of mine just had CTR cams, Skunk2 valve springs/ retainers, Skunk2 IM, and ITR header put on his 2000 GS-R (60k miles). Stock bottom. </TD></TR></TABLE>
A real 10,000 or an indicated 10,000?

A real 10,000 is too much for a stock USDM B18C1 bottom end and valve train, and he will have some rather dramatic trouble at some point. IMHO, and this is just my opinion, 9,000 is too much for a stock USDM B18C1 bottom end and valve train.

I'm talking real, not indicated.

With a stock USDM B18C5 bottom end and valve train, I would frequently rev to a real 9,500 to avoid shifting before I wanted (in a corner). Before the life of that motor was ended, I did it less and less because I'd usually find a way to carry a higher gear...but the car did fine at 9,500 for those moments.

There was no point in shifting at 9500 in full acceleration runs because there wasn't any advantage to it over shifting at 9000. The car made power between 9000 and 9500, but no more power than it was making at 9000 so there was no advantage because shifting at 9000 meant that the next gear was coming on at the max power band.

With this particular motor tune, the <u>only</u> advantage to carrying to 9500 was just to avoid shifting at a moment that it would destabilise the car.

This motor was in a track car, and it eventually failed because it eventually burned a valve and a piston. It never dropped a valve, nor was there ever any kind of dramatic failure. It just got so hot one day that it just burned itself up and started losing power. The bottom end was still fine.

But the B18C5 bottom end is different from the B18C1 bottom end.

 

so lets talk about the c1 bottom end: what would get it on track?
I vote for a set of maxi-lites (crower rods) and JDM ITR pistons
clearanced well, 9500 should be no problem sustaining. what do you guys
think? nice tight bore, more cr and lighter weight good times.

 

only reason to go 10k is to have guys ***** all over you because youre so cool.

shift when you start losing power.

 

LOL. It wont be long until he's crying because he blew it up. On my first car b16 EF, i bought a cheap ebay "mugen chip" that had a 10K revlimit. I didnt know the basics of motors so i figured i could just rev the **** out of it. Wasn't 3 days till i dropped a valve in that poor motor. I quickly learned the basics of motors after that LOL.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by 93EGB18C1 &raquo;</TD></TR><TR><TD CLASS="quote">So a (mutual)friend of mine just had CTR cams, Skunk2 valve springs/ retainers, Skunk2 IM, and ITR header put on his 2000 GS-R (60k miles). Stock bottom.

He had his ECU chipped and now it Redlines at 10k.

He's constantly raping the **** out of his car and bragging to everyone how fast his car is and he can rev to 10k and he's the **** and blah blah blah.

I told him to chill out, you don't make power up there so why risk it. So, he said he'll keep it down to 9.5k

Should he even be reving past 9? Why isn't this fool's motor toast after all the abuse? </TD></TR></TABLE>

That’s amazing it's lasted this long. It is a testament to Honda reliability that the motor is still running, because he is clearly abusing the motor. The GSR rods won't hold up under this abuse for long.

I doubt he is actually revving the motor that fast, since there is a fairly significant margin for error with the stock tach. You would have to monitor the ECU to see the actual RPM. Last but not least, the OEM Honda oil pump ceases to produce adequate oil pressure for the engine to operate at around 10,000 RPM

 

Just wait til he mis-shifts @ 9500+RPM. It'll all be over shortly after.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by type B16 &raquo;</TD></TR><TR><TD CLASS="quote">
shift when you start losing power.</TD></TR></TABLE>

Wrong.

Shift as high as mechanically/reliably possible, that is, if you're making decent power up there.

There was a post a long time ago by a gentleman with an H22 that explained the advantages of shifting higher up.

Something about matching torque curves...?

I know for a fact that if I shift at 8200 RPM vs. 9000 RPM, my car is MUCH slower.

 

yeah if you shift higher and it puts you at a better spot on the powerband in the next gear it can be an advantage. still no excuse for a tool trying to blow up a good motor.

 

what i meant was see where you start losing power and figure out where to shift so when you go to the next gear, youll be up in the power band again.

 

ah, the classic 3-2 downshift at peak RPM... I know it well

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by MikeSarr_GSR &raquo;</TD></TR><TR><TD CLASS="quote">ah, the classic 3-2 downshift at peak RPM... I know it well </TD></TR></TABLE>

hahaha. when the VAFC will shut off and read 9999. LOL. Can't say I've blown a 3-2, but I did pull apart a motor for someone who did.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by MikeSarr_GSR &raquo;</TD></TR><TR><TD CLASS="quote">ah, the classic 3-2 downshift at peak RPM... I know it well </TD></TR></TABLE>

I've done that... bent 4 exhaust valves

 

"It's a Honda, it's supposed to rev high to make power."

I hate people who think like that.