usually no more than 3k (90% of the time) ...

 

I try to keep mine under 2k if possible here lately to conserve gas.

 

I shift around 2500 with the SC'r and 4.30 gears under normal circumstances. But when I need to get moving, I will take it to redline without hesitation. And let me tell you something, it is quite the experience now! 1st and 2nd gear are insane with my mods. The rev limiter comes all too fast in 1st. I have to really concentrate not to hit it.

The great thing about the SC'r is you just don't need to run high R's anymore. I just took a trip to Flag the other day and never left 5th gear once! That is unheard of on I-17 for 100 miles going uphill.

 

I usually get it up to about 3200 both while in 1st and 2nd gears. I've hit 4000 a few times, but not very often.

 

the 22re peak hp is at 4800, so theres no reason to go over 5000.......I dont know about other engines, but If I need to I go up to the peak, and shift. Of course, my truck just sits in the parking lot at school all week, so I don't get the chance except on weekends.

 

I quite often shift between 4 & 5k rpm, no problem for the 3.4 at al imo.

 

i regularly shift at 5500-6000 in my '79 pickup with the 20R/22R hybrid engine. that's the main gain, it makes power until a much higher spot in the power band. i haven't been driving it much(combination of taking a break from working on it and buying a new DD) but the last time i fired it up, i revved it to 8000rpm in my driveway after it had warmed up. it'll take it just fine...if i've got it, why not flaunt it?

 

Its not uncommon for me to rev my 22R up to the redline, and a few times have discovered the lack of a rev limiter on my 4Runner. On the other hand, its got a weber 38/38 carb, TRD stage 2 cam, and a full exhaust, and it loves to scream. Definately does NOT run like stock!!

 

Back to the Vette... that's the downside to a more complex valvetrain compared to say a 22r. The 22r has valve run off roller rockers that ride right on the cam. Mainwhile over in detroit their engines use pushrods..ugh.. So you have the cam spinning with hydrolic lifters with a thin metal rod on top (the pushrod) which levers the rocker arm which pushes the valve open. So all this extra weight tends to overcome the closing ability of the valve spring which leads to floating the valves. This is where the valve stays opening because it's force has overcome the springs ability to close the valve. Also at high rpms it's not uncommon to bend pushrods. Or while the valves are floating you can get a valve keeper to dislodge. This would lead to a dropped valve.

As was said before the bigger the motor the less they want to spin. You have heavier bits that bring sooo much more rotating mass that it is difficult to accelerate them to the high piston speeds of smaller motors. This can also be seen in F1 cars that have titanium internals that weigh next to nothing and allow V8s turn 10-20k rpms.

 

hey, even toyota was using pushrods well into the 80s. ever hear of a 2TC? real popular engine for the guys who drag race corollas...

 

my friends big block chevy revs 9k and it has steel internals......

 

The Vette must have either broken the timing chain or hit 8k-9k rpm. Those LS1s don't mind going to redline regularly.

I shift my 3.0 at 3500 to 6,000, depending on the situation. My t is an auto so I just let it shift.

 

But just because a motor revs high does not mean it is a better motor. A Honda S2000 motor revs a lot higher than a Corvette 346ci V8, but it has less power, gets the same mileage and probably costs more to manufacture. Not to mention that with a small motor you have to rev it before you feel the power. With a V8 the power is there throughout the RPM range. The LS1 V8 is one of the greatest motors of all time. The Corvette has 400hp and gets 20mpg. The reason GM developed a new engine with pushrods is because it keeps the heads more compact so the engine can be put into a smaller engine compartment. Judging from their performance in international races it is a very well engineered motor.

 

i also shift between 4 and 5k when accelerating. i have also run it at 4500 RPM for miles on end climbing mountains. my 22RE loves it. it definitely seems to like higher RPM with less throttle much more than lower RPM with full throttle. power doesn't really even kick in until 3K. i usually cruise between 2800 and 3500.

on the other hand, offroad in 4-lo, i shift generally shift at lower RPMs.

 

I thought it was the LS2 that was 400hp/400tq? LS2 also has true flat top pistons which looks interesting...

Anyhoo Im a HUGE fan of the LS1! My buddy has a 01 T/A (non ws6) with the 2.73 rear end, MAF translator, and a 125 dry shot. Last time at the track he turned in a 12.4 @ 117mph (iirc) with a 2.0 60' and it being about 85*F out!! That thing def has some 11s in it with some better tires and a stall converter! Lately ive been trying to get him to be like me have 4.10 gears but he wont! LOL

 

btw - is 6000rpm on 3.0 considered high? with 265,000 miles on the clock? My toy knows I love it! Of course the oil is usually changed every 2400 miles too....lol

 

Do you guys know what the power/tq curves look like for the 2nd gen V6 and 22re?

Ive heard that the 22re is more torquey than the V6, and I'm hoping that is the case because I want to make the switch soon. But then again, I was trained on a F-150 with a 5.8 liter... 325 ftlb at like 2800 rpm heh heh

 

Not even close. The V6 makes more torque off-idle than the 22R-E makes AT ITS PEAK.

 

hey that's a great graph! Is there one for the 4-cyl?

 

i've hit the red line. a few times actually. they have rev limiters for a reason. im not saying drive arround in first. but at ~65, if i want to pass sone one, ill put it in third and wind the tach over.