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how hard can a ef/el 6 rev 

 

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 Post subject: Re: how hard can a ef/el 6 rev
Posted: Sat Aug 18, 2007 9:11 pm 
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opto wrote:
michael1045 wrote:
how hard can a ef/el 6 rev without breaking something
and what can be done to make them rev further


Best to check at what RPM the tailshaft is rated at particularly if you like your Tacho needle to visit 6000 RPM or more.

Aluminium tailshafts can fold and break, get it balanced and checked for alignment or change to an ED steel tailshaft if they fit, they are supposed to be good for 6500 RPM
Huh. The tailshafts RPM is relative to vehicle speed, not engine speed.

 

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 Post subject: Re: how hard can a ef/el 6 rev
Posted: Sat Aug 18, 2007 9:18 pm 
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opto wrote:
michael1045 wrote:
how hard can a ef/el 6 rev without breaking something
and what can be done to make them rev further


Best to check at what RPM the tailshaft is rated at particularly if you like your Tacho needle to visit 6000 RPM or more.

Aluminium tailshafts can fold and break, get it balanced and checked for alignment or change to an ED steel tailshaft if they fit, they are supposed to be good for 6500 RPM


???

As said tailshaft rpm is proportional to road speed, not rpm

And alloy shafts are generally better than steel, which is why they were fitted to the tickford vehicles with higher speed limiters. All the base model e-series cars had steel shafts.

 

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Posted: Sat Aug 18, 2007 9:18 pm 
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I upped the rev limiter on my EL to 6250, and hit that often and hard. It had a big cam, that was still making power at 6250, I wasn't game to take it further. Stock bottom end.

 

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Posted: Sat Aug 18, 2007 11:24 pm 
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As said tailshaft rpm is proportional to road speed, not rpm

Point taken, I would assume that high RPM would also mean that high speeds were on the cards.

And alloy shafts are generally better than steel, which is why they were fitted to the tickford vehicles with higher speed limiters. All the base model e-series cars had steel shafts.

So why did they put a carbon fibre coating around the EL GT Tailshafts ?

For anyone interested to know the reals reasons, Ford went to an aluminium tailshaft because it absorbs more vibration than a steel item which makes the ride seem smoother. It is also lighter, but this is negligible when rotating under normal balanced conditions. They (the cars) are speed restricted to 180 km/h because the Ford engineers designed the wall thickness accodingly to minimise the material used. Aluminium is a third of the weight of steel but is about 3 times as much in cost. Any small reduction in costs adds up over thousands of vehicles. When travelling at 180 km/h the tailshaft is spinning at approximately 5000 (depending of diff ratios) and being a softer material it flexes more than steel. At high rotational speeds the centre between the 2 uni joints bends away from the tailshaft centreline. If this bends past the materials allowable yeild strenght it tears apart. This should never be an issue on Australian roads. Anyone who is doing trackwork is strongly advised to have a steel tailshaft fabricated if their speeds are getting to or above 180 km/h.

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Posted: Sat Aug 18, 2007 11:33 pm 
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The carbon fiber wrap is another story.

The quote you have posted isn't correct either. Unfortunately not everything posted here is 100% accurate.

 

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Posted: Sun Aug 19, 2007 1:29 pm 
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I don't see why you would want to rev a Falcon six so hard anyway, I never take mine above 4500rpm.

 

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Posted: Sun Aug 19, 2007 3:24 pm 
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what would have to be done th the botom end
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Posted: Sun Aug 19, 2007 3:47 pm 
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if its a road car, work on bottom to mid torque and make it pull. you wont wear out your motor with high rpm, and have probably more fun.

if its a racecar then you gotta spend $$$$ for it to rev. bottom line.

 

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Posted: Sun Aug 19, 2007 5:08 pm 
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michael1045 wrote:
what would have to be done th the botom end


how far do you want to rev the thing? it's a simple question, if you tell us how far you want/need to rev the thing we can then tell you what needs to be done to let it live.

It's never as simple as just letting it rev to 7000 or 7500 or what ever. the stock rods and pistons will do that, But only for a very short time. At 7500rpm that might just be a few seconds, at 7000 it might be few minutes,
at 6500 it might be a few hours. at the stock redline it would longer again.

 

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Posted: Mon Aug 20, 2007 12:59 pm 
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i have set my limiter to 5800 in my eb turbo, it has std rods, std bolts, acl pistons.. its making in the mid 300rwkw and although my power is still climibing fast at 5800, i dont trust it to survive as long at say 6500.. its a risk im not prepared to take

conrod loads increase 4x for every 2x rpm increase, or something like that, it has been worked out that in an rb25, a rpm increase from 7000 to 7500 will place an extra 800kg of load on the rods, an increase to 8000 means a conrod load increase of just under 2000kg...

 

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Posted: Mon Aug 20, 2007 7:52 pm 
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6000 RPM no worries.

 

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Posted: Mon Aug 20, 2007 11:41 pm 
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ok i no, this ,might sound dum, but jus for a little fun, what will it take to get a i6 reving to say 8000-9000rpm???

 

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Posted: Mon Aug 20, 2007 11:48 pm 
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4dlvr wrote:
ok i no, this ,might sound dum, but jus for a little fun, what will it take to get a i6 reving to say 8000-9000rpm???


only your imagination could take it that high :P
i doubt theres anything you could do to get a 4.0 I6 to rev that high lol

 

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Posted: Mon Aug 20, 2007 11:59 pm 
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alfy wrote:
4dlvr wrote:
ok i no, this ,might sound dum, but jus for a little fun, what will it take to get a i6 reving to say 8000-9000rpm???


only your imagination could take it that high :P
i doubt theres anything you could do to get a 4.0 I6 to rev that high lol

are you sure???

 

 

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Posted: Tue Aug 21, 2007 12:01 am 
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4dlvr wrote:
alfy wrote:
4dlvr wrote:
ok i no, this ,might sound dum, but jus for a little fun, what will it take to get a i6 reving to say 8000-9000rpm???


only your imagination could take it that high :P
i doubt theres anything you could do to get a 4.0 I6 to rev that high lol

are you sure???


hahahahahaha :lol: :lol:

 

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