Engine rev limiter effectiveness

[Rink]

This thread is related to a recent one here in this forum, posted in mid January 07-
"Flywheel/clutch weight issues"

Based on the feedback from that discussion I am planning to go ahead with a lightweight flywheel/clutch.

How effective will an electronic rev limiter be in this situation?

I currently use a Crane Hi-6 with a LX-91 coil. The rev limiter part of that system works well with the current (heavy) flywheel/clutch. I expect the engine to rev a lot faster with the new components. Will the rev limiter still work well, or will the revs overshoot? If so, (qualiatively) by how much? I realize that this is an impossible question to answer quantatively with the info I supplied. Does the cam grind, cam duration, valve lift or other characterists of the current engine affect the results?

 

[Fabrico]

The limiter should continue to handle the speed, but it may have a bit rougher feel while operating.

 

[TheBlacksmith]

RPM is RPM. The electronics do not care or care how much your flywheel weighs. But, as pointed out, the reduced flywheel effect will make the firing impulses while limiting more noticeable.

 

[evelrod]

10/4...RPM is RPM!

Be aware that in order to set a specific cut off it is necessary to make several compromises. Pick the max rpm from your dyno sheet and add about two hundred. That will give you max power and keep you within ~400 rpm of your max power point...eg, max hp at 7600 rev limiter at 7800 (normal operation will limit at this rpm) this will hold your engine to a max of 8000 on a missed shift or a downchange 'blip'. At least that's the way my MSD works. It is a 'soft' limiter and begins to shut down cylinders at the spec rpm and total shut down at +200 rpm (approx). In my case and, in actual race conditions, I seldom go above 7400 unless it's on a downchange blip (I did not know I was doing it until I watched an in car video).

Rod