[crankaholic]

Originally Posted by Marty McFlew

A high revvng engine is good if you live in the dessert with space to wind it out. Our SS's with manual have tall gears and I don't even have the space to wind out 4th gear to redline. Many in my situation so we don't really need a high revving engine. Now what we have and can easily make use of is low end torque. I will take the torque any day over a high revving engine in a streetable car.

Well that's where lower gearing comes in. I don't see a engine with an extra 1000+ RPM to work with using the same ratios - they would be lower so gears end at approximately the same speeds as they do now.

I'd actually love to install a lower-geared rear-end as it is now, it's just more fun on the street - even if the car might ultimately be slower.

[Marty McFlew]

Originally Posted by Martinjlm

Got it. But then it can and likely will morph into Twin Turbo and/or electrified V6 DOHC that outperform large displacement V8. If the V6 DOHC becomes a high volume engine, boosting a few with turbos and/or electric motors will be a much less costly proposition than keeping an entire manufacturing facility open to make a low volume V8.

GM, Ford and Chrysler will be among the last with V8 because truck volume keeps the V8 plants running. But Ford, in particular, is seeing a shift. More than 60% of Ford trucks sold have V6.

A lot of likelys, but if all that does happen then lets just face it...hot rodding will be dead, a speeding down the highway in an electric car will be like quietly sliding down the highway in your lazy boy. Total soulless.

[Martinjlm]

Originally Posted by Marty McFlew

A lot of likelys, but if all that does happen then lets just face it...hot rodding will be dead, a speeding down the highway in an electric car will be like quietly sliding down the highway in your lazy boy. Total soulless.

Different, but not soulless. I've driven a Tesla P90D, a Panamera S eHybrid, and countless twin turbo 6-cylinder cars. I could spend a lot of quality time with any of them. The Tesla and the Panamera were both definitely faster than my Camaro. And the Tesla handles on par with it. I still prefer my Camaro and several of the Corvettes I've driven, but make no mistake, these cars put a different spin on performance and speed. Getting full torque from a Tesla at launch is a different, yet amazing feeling. First time I drove it, I didn't want to like it. But then you drive it and it's like "I didn't know cars could do that".

[PinHead]

Originally Posted by DGthe3

That doesn't make any sense.

Lets say this new engine gets de-stroked by 0.6 inches, taking it down to 5.3L. To make the same power as the LT1, its going to need to turn at 7500+ rpm -something which will be very difficult with production pushrod engine. Not impossible, but that is only to get things back to LT1 levels of power.

How about using the NASCAR roots for High Hp/Rev pushrod engines?

Not difficult at all. But you'd better be able to feed the engine enough A/F at those RPMs, (i.e. Cyl Heads)

They seem to have the High RPM Game in the bag.

[SpeedIsLife]

Originally Posted by PinHead

How about using the NASCAR roots for High Hp/Rev pushrod engines?

Not difficult at all. But you'd better be able to feed the engine enough A/F at those RPMs, (i.e. Cyl Heads)

They seem to have the High RPM Game in the bag.

Have you seen how much a Nascar V8 is?

They run between $45,000 and $80,000 ...

[Number 3]

Originally Posted by SpeedIsLife

Have you seen how much a Nascar V8 is?

They run between $45,000 and $80,000 ...

And there good for about 500 miles lol

Best high reving push rod is the LS7. Not sure there are many better.

[DGthe3]

Originally Posted by PinHead

How about using the NASCAR roots for High Hp/Rev pushrod engines?

Not difficult at all. But you'd better be able to feed the engine enough A/F at those RPMs, (i.e. Cyl Heads)

They seem to have the High RPM Game in the bag.

Race engines, particularly highly specialized ones like what NASCAR runs, have minimal relevance to a production engine. Cost, emissions, maintenance, and longevity mean very little to a race team in a top tier series like NASCAR. And when they do matter, its on such a different scale to be useless. Like Speed & Number 3 said, each engine costs tens of thousands to build and lasts a few hundred miles.

If it was easy to do, everyone would already be doing it.

[ULTRAZLS1]

They can be held to the floor for 500 miles. And they aren't detonated by the end of the race most times. I'm sure they could go longer. But every team wants a fresh top notch engine every race.

Could our cars be held wide open for 3 hours strait and be good as new?

i really don't know for sure but do those engines wear faster than a normal engine? I'm sure they are built out of quality parts. I wonder how they would last as a daily driven car like a Camaro ? I would think a lot longer than 500 miles

[ChefBorOzzy]

Originally Posted by ULTRAZLS1

They can be held to the floor for 500 miles. And they aren't detonated by the end of the race most times. I'm sure they could go longer. But every team wants a fresh top notch engine every race.

Could our cars be held wide open for 3 hours strait and be good as new?

i really don't know for sure but do those engines wear faster than a normal engine? I'm sure they are built out of quality parts. I wonder how they would last as a daily driven car like a Camaro ? I would think a lot longer than 500 miles

Hyundai 2.4.

http://jalopnik.com/5409697/hyundais...der-first-look

"This engine has been operated for 300 hours at wide open throttle on an engine dyno."

[prod]

Ive been to the engine dyno room at the gm st Catherine's plant, saw an ls7 that had been running on it for 3 days, sounded damn good too.
Under some circumstances customers engines are sent back there for analysis.

[DGthe3]

I think I remember hearing that when GM was developing the LSA they ran it wide open for about a week and a half. The LS9 was a bit less.

[Corner carver]

Gm has been doing tests like this for a while....remember reading about full throttle 24/7 tests for the mid 90's vortecs...
Can't find any info; anyone else remember this?