355 dyno with raised rev limiter?

I was never doubting Brian i was asking HIM questions, i find his first hand knowledge very interesting. Being that HE and only HE was the only one i have ever heard say that the 355 engine has been tested up to 10,000rpm, and all with the standard engine. So i am interested in his factual opinion. Unless you yourself have personal experience like Brian in knowing the 355 can rev to 10,000rpm with out modifications.
I am just interested in facts thats all mate, we all have opinions.
Oh and your highlighted quote is what you said, not Brian.

 

Out of interest mate, what are your engine specs? And has your RPM limit been raised, if so are you using a reprogrammed ECU? If you have used RPM above 8500rpm, what did you experience performance wise? Was it beneficial? Sorry for all the questions

 

I have no opinion about the lifters. Ferrari's opinion was that is what they were designed for.

My opinion is that if you do not like changing timing belts, burning out headers, rapid valve guide wear and a host of other rapid wear and broken parts issues, doing 10,000 rpm is probably not a good idea.

But then again being rude to Terry is probably not a very good idea either, he was expressing an opinion and passing on information. If you don't like it don't read it.

 

Sambo- I lost your train of thought, mate. I think I may have overlapped one of your posts while you were asking Brian a question. I believe you and I are in agreement and not much opinion is involved. You asked me a question, so I answered it.

Sounds like we were both hot-rodders in the 1970s. Also 1960s for me. Mine were various 60s Corvettes, small and large blocks, some with solid lifters, and some with Crane and other hydraulic lifters.

Andrew- I know of a chain conversion for the 308 series, but not for later engines. I am not sure you would gain enough average HP to make the cost worthwhile. By the time you paid for the conversion for later engines, you could have bought a 430 engine with chains and more HP.

Based on what Brian said, you could probably raise the rev limit on the engines and just change belts more frequently. Way more frequently, like they do on race engines.

Taz
Terry Phillips

 

God this is hard work Brian First thanks for the response. Secondly i had no intention of being rude to anyone, how do you see it that way?. He was saying that what he wrote was what you said (at the end) and i simply pointed out to him it was what he said and not you.
There's something bloody weird in translation about the English language
Thanks for your opinion anyway for what it worth.

 

I did not mean to disrespect you in any way mate. I also see it as a misunderstanding

 

Rifledriver,

Is there any record of what kind of power the engine was putting out at 10,000RPM? Or was there a target they were looking to try and hit?

Jim

 

Sambo- Do you have a 355 or work on them? Your profile does not say.

Brian- Thanks. After getting banned for ripping off someone's face last month, I am now more circumspect in my replies. Let me know if I misquote you at all. Sounds like raising the rev limit probably causes more problems than just belts.

Taz
Terry Phillips

 

Wow, 10k RPM with a 355 engine would have to sound amazing!!

Interesting that the belts were the weak link and they decided to keep them and reduce the rev limit...

 

Taz/Terry,

Thanks for the thoughts - it makes interesting reading.

All the best,
Andrew.

PS: Do you prefer to be called Taz or Terry?

 

My personal 355 spider of 8 years plus, has nearly 100k miles on it. And i work on my own cars mate.

 

Sambo- Thanks. Sounds like a Ferrari being used like it should. No SD2/3 for me, so harder to do my own work. Any photos?

Andrew- Taz is fine. Most of my friends call me that.

Taz
Terry Phillips

 

Yes mate....
Image Unavailable, Please Login
Image Unavailable, Please Login

 

Sambo- OK, now I am jealous.

Taz
Terry Phillips

 

Ok, Taz.

All the best,
Andrew.

 

I had my engine rebuilt by Gary Sharpe(enginefixer). I have a chip out of a challenge car and reline is 9000. I hit the rev limiter often in 3rd and 4th gear at Road America this fall and the car was still pulling at 9000.

 

If you look at the workshop manual you will see that after a fraction of a millimeter of lift, the oil inlet to the lifter is cut off, so it cannot pump up on the overrev. In fact, it can only pump up when it is sitting within spitting distance of the base ring on the cam. The problem on these lifters is that they can pump down at high revs and loose a small quantum of both triminig and lift. Not exactly what you want at high RPMs and full throttle.

Given the shape of the curve supplied by gothspeed, it is likely that there is little extra power (not more than 5RWHP), but a big increase of the area under the curve as the power holds near 300 HP for most of another 1000 RPMs.

 

There is a dyno in Mosinee Wisconsin, so this spring when I get the car out, I'm going to dyno it.

 

In most OEM engines the fuel cut speed is set by valve control and valve spring stresses. This is all a function of spring design (inner / outer assembly in the 355), valvetrain masses, cam profile and rpm. It certainly is possible to have another component that is the 'weak link' as Brian said the connecting rods were, but most often it's valvetrain control. This is why the F1 cars got rid of coil springs completely and went to a gas spring, to have a much much higher natural frequency.

Also I can say for sure the 355 spring (outer spring at least) is relatively highly stressed, I have a broken one out of a challenge car. It broke in just pure high stress fatigue, absolutely no problem in manufacture or materials.

After all the data and high speed video I've seen of valvetrains doing a wild dance above redline, no way would I take the 355 into that territory.