The topic says it all, I just am curious to know how you get an engine to safely climb and still make power up around 9-11K...

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1985 Camaro SC - 2.8L, auto.

Mods:
Removed air baffles, mandrel bent cat-back pipes (but stock replacment muffler, Dynomax Turbo and Catco converter are on thier way)

 

strong and light weight parts, plus the ability to move large amounts of air

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ICON Motorsports
1st & 3rd
MM Black Diamond 538 F&AM

 

Pretty hard to do with a SBC. Even a 302 only maxed at around 8k. When you look at engines like in an indy car, you need to understand that these engines have a very short stroke and very exotic parts to survive at those rpms.

Easiest way to do it is with an engine with few moving parts. Over head cam engines are better suited for high rpm.

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Follow my racing progress on Stephen's racing page
and check out the race car

87 IROC-Z SuperPro ET Bracket Race Car
461 naturally aspirated Big Block

Best ET on a time slip: 11.242 altitude corrected to 10.89
Best MPH on a time slip: 121.52 altitude corrected to 125.89
Altitude corrected rear wheel HP: 481.6
Best 60 foot: 1.546

Racing at 3500 feet elevation but most race days it's over 5000 feet density altitude!
Member of the Calgary Drag Racing Association

87 IROC bracket car, 91 454SS daily driver, 95 Homebuilt Harley

 

Several things come into play here.
Main things being

valve train control: Smallblocks were not designed to spin 9K+. Valves are too heavy to remain controled over a long period of time. (I am not talking the 500miles the winston cup motors run at martinsville). I am talking 10K+ miles..

Piston speed: Max speed for a steel rod motor is about 4500 feet per minute. Thats about 8200-8400 rpm with a 3.25 or 3.3 inch stroke.

Airflow: depending on cid, you would need about 400cfm per intake port to feed a motor in the 10K range. Even if it can be done, you cant afford it.


[This message has been edited by jcb999 (edited June 09, 2001).]

 

Spend lots of money.

 

Big bore and short stroke promote high RPM's also.