If it's just a stock rebuild, then no it won't handle any more rpm than stock. If you've got a lightened and balanced lower end and stronger valvesprings along with light retainers, you should be able to bump the limiter up a bit.
New redline for rebuild engine??
Anyone here can advice how do I check the redline limit for a rebuild engine? I was guessing it should be higher than normal spec after the rebuild.
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The rebuild includes port and polish head and an increase in pistons size. I am quite sure that it will run on higher compression compared to stock. I will be running a piggy after the rebuild. Can the tuner determine what's the rev limit then bro? Thanks!!
6750 if its a beta.
The issue with the redline is the actual speed the piston has to move to make that rpm. 75fps seems to be the do not cross, unless its a race engine, limit. The 2.0 beta's piston will hit that 75fps mark just over 7200rpms. The 1.8s piston speed is lower for a given rpm and I think its limit is just over 8000rpms. Then there is the question of will the valvetrain take it??.. Intertial loads > combustion loads. Id say dont stay on stock redline unless your running a bigger cam matched with a massive intake system.
It depends on how much you want to raise it.
For a 1000rpm over stock you would want to include in your rebuild-
balanced crank
uprated valve springs and retainers
shot peened rods
cams to suit the new power band
ecu re-tune to suit
For a 1000rpm over stock you would want to include in your rebuild-
balanced crank
uprated valve springs and retainers
shot peened rods
cams to suit the new power band
ecu re-tune to suit
The head is only port and polish. Rest of the head internals are stock. The only real difference are the pistons. Most likely the final capacity is 1611 from 1300+. Also intend to build a larger air plenum. Its on an alpha LC accent. Looking at all the advices, better stick to OEM factory range.
What else must I look out for this kinda of rebuilt? Quite sure the stock injectors are not enough... will a 2L beta injectors be too much?
What else must I look out for this kinda of rebuilt? Quite sure the stock injectors are not enough... will a 2L beta injectors be too much?
Well, basically you would have gone better with changing the rods since you'd already opened the crank case up. To do that, the head needed to be removed. It would have been less costly to swap the rods out and to swap the cams out at the same time; now you'll have to do most of that again if your rods can't take the abuse. A few things to think about:
-Reciprocating assy. balancing. Pistons, rods are balanced indiviually. Crankshaft gets crack tested and balanced.
-If you want to raise the limiter, the valve springs are basically what you want to look at; ie, Tomei rates their oval-wire ones at 8500 revs. At just over 7200 revs, I reached te limit of the HKS ones I was using.
-If you're going to go that far, chuck in a lightweight flywheel to help you reach those revs.
-More revs equal more heat, I'd look into a higher quality set of main bearings, rod bearings and studs to cope with the loads that are resultant of additional revolutions.
I told you once on CH, I'll say it again: do it once, do it properly or you'll mulch the thing.
The plenium should be designed with a slightly longer runner length and trumpet inside the shell so that you'll make more power maybe 1000 revs higher, taking advantage of the added RPM. THere's no point raising the revs when your engine reaches fall-off after 5000RPM; this is an exercise in futility. Piston diamater hardly matters; it's the weight difference between the pistons that makes the difference when you'r talking about raising the limiter.
[Edited by MechaniX_034 on Jun 23, 2006 6:17 AM]
-Reciprocating assy. balancing. Pistons, rods are balanced indiviually. Crankshaft gets crack tested and balanced.
-If you want to raise the limiter, the valve springs are basically what you want to look at; ie, Tomei rates their oval-wire ones at 8500 revs. At just over 7200 revs, I reached te limit of the HKS ones I was using.
-If you're going to go that far, chuck in a lightweight flywheel to help you reach those revs.
-More revs equal more heat, I'd look into a higher quality set of main bearings, rod bearings and studs to cope with the loads that are resultant of additional revolutions.
I told you once on CH, I'll say it again: do it once, do it properly or you'll mulch the thing.
The plenium should be designed with a slightly longer runner length and trumpet inside the shell so that you'll make more power maybe 1000 revs higher, taking advantage of the added RPM. THere's no point raising the revs when your engine reaches fall-off after 5000RPM; this is an exercise in futility. Piston diamater hardly matters; it's the weight difference between the pistons that makes the difference when you'r talking about raising the limiter.
[Edited by MechaniX_034 on Jun 23, 2006 6:17 AM]
Hi Mech Bro! Didnt see any msg from you for quite sometime! How's life Downunder?? Thanks for the advice... I have PM you...need more advice!!
so everything stock we could go 7200rpm ? it's just about 500rpm more .... don't seem that much. Or we would have to put spring and retainer in the head ?Originally posted by WytchDctr
[body]
The issue with the redline is the actual speed the piston has to move to make that rpm. 75fps seems to be the do not cross, unless its a race engine, limit. The 2.0 beta's piston will hit that 75fps mark just over 7200rpms. The 1.8s piston speed is lower for a given rpm and I think its limit is just over 8000rpms. Then there is the question of will the valvetrain take it??.. Intertial loads > combustion loads. Id say dont stay on stock redline unless your running a bigger cam matched with a massive intake system.
[/body]
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thats what you get when hyundai went with a long stroke for the 2.0 :dead:
Thanks guys for the input. I will feedback once I finish my rebuilt... I am taking my time, I hope I can break the 120HP mark on a NA...
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