I will take head and shift my motor in "MY" car at 1000rpm under peak horsepower and shift into peak torque rpm, which would be right around 7500 rpm. Charles
Charles,
I suggest that is also not the best thing to do.
An average ideal shift point, dpending on tranny gears, is between 500 to 600 rpm above the rpm of peak horsepower. With a nitrous engine that max hp peak rpm will be some lower.
My 461 I had back in the early 1980's wanted more rpm than I could let it go. I had small rod bolts (Dorman HPX) and a two bolt main block, using pistons with pressed in wrist pins. Still I kept it a 8,000 rpm all the time. 8,000 rpm high gear burn-outs, 8,000 launch, and 8,000 rpm shifting with a 4 speed Chrysler box.
My 477, before that did have good 7/16 rod bolts and floating pins. It got shifted at 8,800 rpm. Later now, I know that was too high but back then I knew no better.
A very good friend of mine that has spent his entire life studying and developing valvetrain components, has recently joined here. If you ever see him post, ask him at what rpm ranges has his years of research proven are the most destructive to a running engine.
I will tell you in advance it is at low speed idling. Idling is the hardest thing on a race engine. The other is at rpm between 6600 and 6900.
I have a history of my race engins not blowing when I was racing. So far I still have that reputation s a builder. If built right and correct matching components are used and are set-up right the BB Chevy in all sizes should live.
Ed