Thanks Bill, I believe the weld reinforced crank was in a supercharged 10 sec. car,and
I'm not certain who else has done that.I believe the high rpm is not as much of a
factor as the high rpm launch w/a man. trans & big slicks would be as far as twisting
the crank.Impact at launch and the torsional force at peak torque(almost explosive
forces on ea. pwr. stroke w/nitro:D)are most likely culprits there.
Yeah,turbos like to be loaded heavy as they approach full on boost,anyone who
has driven one of them everyday notices how they like to pull a hill seemingly more
than on the flat.As far as rpm limit is concerned,for decades I have heard how turbos
just don't "rev",and in most retrofitted cases that is true.However,it isn't the turbos
fault,its your cylinder head that is the problem.NOT just us slanty fans, but nearly
all inline two valve heads,period.Turbos generate so much more torque per rpm,and
more pressure drop across the valve/bowl/seat area,that you feel when the head has
run out of flow almost abruptly.When mopar handed off the 4-valve 2.2 head task
to Lotus to design,the peak horsepower rpm jumped almost 1,200 w/the same boost
Obviously a look at the old CART champ cars,Formula 1,etc.proves this out,flow
still matters,but there is a definite limit to what we can do.Unless someone out
there would like to re-incarnate the 4-V argentinian head???Doug???:D:D