Depends if I'm drag racing or autocrossing. Auto cross in order to not have to keep shifting as much I wind er on up to avoid the shift up for only 2 seconds worth of pull then have to downshift for the turn.

In drag I shift about 7800.

 

i hit it till 7500 rpms not always though.

 

my buzzer doesn't work anymore..but i usually shift before the redline...

it's there for a reason.

 

Do RX7s have a rev-limiter? I'm not sure b/c my TII hasn't worked for so long...but...

In my Honda, I hit rev-limiter all the time - I believe there is still some headroom alittle after the rev-limiter kicks in - and that redline is just even "more" headroom.

In my 88 Honda, it has 200k on it, and still runs fine. I've autocrossed it for the last 50k of its life. And that's a repeated beating at revlimiter *NOT* redline...

David

 

yeah, the way they set the vtec cams on those engines, they only hit max breathing ability just before redline. not quite the case on a rotary tho, mazda actualy understood the concept of putting as much power under the curve as possible insead of just making the larges peak power. lol i mean realy, every vtec engine should have the vtec crossover point at least 1k lower than stock, there is no reason to have it otherwise.

 

For spirited driving I shift at 7K.

If im racing someone i take it to 7800.

 

Ok I got sick of reading the posts. The previous owner on my car disabled the redline/coolant buzzers so that's not a problem...however I have heard that just because it's a rotary engine doesn't mean it has infinite RPM. That the stock fuel system is **** and that if you go past like 7 you are leaning out your engine immensley...this is just knowlege based on word of mouth...anyone have any evidence to support this or argue it?
-Galen

 

i would if i had a drivers liscense and a manual

 

perhaps on s4's and TII's, but at least s5 n/a's go stupid rich above 5k and only the most heavily modded n/a's will excede the capicity of the stock feul system, TIIs are an other story tho...

 

LMAO.. oh my god you crack me up... hehehe...

i think it is safe to assume that honda engineers (or all engineers i should say) understand elemetary single-variable calculus and the concept of area under the curve. hehehe.. even high scool physics teach you that.

cars are built for different purposes and philosophy. i think it's silly for you to belive that mazda is superior to others simply because the 7 suits your driving habits/needs more than other vehicles.

howi

 

According to my Dyno sheets i just shift between 7, 500 RPM's and 8,000. I've tried doing both while dragging, but didn't improve the times at all. Autocross it varies from track to track. I never take it past 8K though.

 

i wasnt saying that mazda was superior. i was realy just noting that honda v-tec engines have VERY peaky and uneven power bands as compared to a rotary. and this isnt so much a factor of the physics of the engine as it is the way the engineers programed the ecu and the v-tec crossover point. the "v-tec surge" is simple a product of the happy cam not being engaged until well after it is posible for it to make more power than the low rpm cam. this is why people get vtec tuners and lower the crossover point. i honestly think this is a systematic effort on behalf of the honda engineers to apeel to the fact that when people hit the gas they are more likely to say "wow i got v-tec (and know so from the lopsided powerband)" then they are to say "wow, i have the most power under the curve".

people have come to expect, and even covet that power surge even tho in reality it only comes from LOOSING a significant chunk of the powerband the engine COULD be making.

while the arguments for feul economy and emmisions are reasonable, the crossover point ussualy only needs to be lowered about 750-1000 rpm or less from about 5500 to about 4750-4500 on a typical b-series engine (forgive me for not remebering the exact croosover points for the different engines). street driving occurs bellow 4000rpm and emmisions are prety much unregulated at that rpm at least on the cars those engines came in. so what gives honda?

v-tec is a great thing and is understadably widely imitated. however i maintain that for the most part the techniology is being sold short of it full potential for the sake of marketing/product recognition/appeasing lead foots who dont understand whats realy going on.

so

 

Wow, over 40 spelling and grammar errors in one post! Well done!

You're right about some forms of V-TEC though. The V-TEC systems aimed at economy and emissions aren't so bad, but the performance V-TEC systems do seem to have had some tuning input from the marketing department.

 

if you mean the difference between the US i-VTEC on the si versus the real i-VTEC on the jdm version, yeah, there is some political tuning going on. either way, v-tec is good, from both a performance and economical stapndpoint.

 

No I didn't. I was just talking about the changeover point.

JDM and USDM tuning differences are purely related to available octane and local emission laws.

 

i bridgeported. i run to 8k when i race.
A friend did this neat trick - tuned his injectors way down below 4k and WAY THE HELL UP over 4k. He revves to 8k, and he boosts like 25 PSI (not a stock turbo) with some kind of crazy 3mm apex seal... One time the flywheel decided to come through the hood. He had loosed the bolts and not tightened them properly. It snapped the shaft and left the car... He was okay, but his tranny housing was out of it... his shaft was gone... his whole clutch had trauma... ya it wasnt cool... That was the weak point in the assembly... better that than, oh, say, the rear end or the compression chamber or the eccentric shaft... But he rebuilt, got a VERY NICE clutch and flywheel and new tranny housing (not a stock tranny) and it works fine.
Point: if you can handle the boost, 8K bridgeported is a great place to shift.

 

Just so ya all shut up let me get a nice rotary and you all can come over and ill see how long the motor can run at 7k untill it blows!

 

i find my car still pulls above redline
but only after my intake manifold gasket match port job
when i race i shift at around 7500 if i need to

 

Yay, Someone else has my exacs same engine swap.
BTW sorry about post whoring. I hit the 8k buzzer once when I was running against a stock mustang GT.

 

Redline? You don't heed to shift until fuel cut!

 

on an S4 its easy to shift at the rev limit, 7600, when you have a full exhaust, intake, and modded TB, with lesser mods sometimes its not worth going over the redline. S5 is the same, port the intake manifold, full exhaust, modded TB, you can see power as high as 8600, which is rev limit on those. just depends on mods, stock its not worth going past 7000, or 8000 in S5 case.

 

yea, i rev it up to 9000 every once and awhile, my buddies say i shoot flames out the back (both tips) my engine is all race ported and polished on a 16k rebuild so i guess its ok... but when i race 7500 is about where i shift

 

when going in a straight line i rarly go over redline but on most of the mountain passes(touges) in my area i find that i have to be in the redline alot for better runs in the corners.

 

^^^ thats what im talkin bout

 

i don't kmnow about any rev limit on my s4, my 3rd gear synchro is screwed up and sometime when it misses 3rd i'll rev up past the 8 on my ach not reallly sure how high i'll have to keep an eye on the safc next time but i'm sure its near 9k. Otherwise I shift at roughly 7 most the time but i've taken mine to 7800 it pulls till about 7400 strong tho, not bad for a stock port s4 NA