Erm, try putting up a video on how to prevent people from kidnapping ones kids and see how quickly it gets banned by UA-cam. I know from experience, as that's exactly what UA-cam did, and they wouldn't listen yo any appeals. Tells you who they are.
I always loved that my 740 Volvo used Mahle filters and I think pistons.. we were religious about those filters. One day I’ll build back my resto mod 740 that is nice to travel and eats roads. So much space to make your own subframe,motor mounts and even for a AWD system.
Yeah. I look forward to when they can start upgrading their engines again. Would wish teams had a. It more leeway in the aero though so we could see some more variation
Having been fortunate enough to do a factory tour at Cosworth, it was amazing to see the steps taken from start to finish. A lot of which are not covered here. These guys are the peak of the industry. The real good stuff cameras are not allowed anywhere near.
Given the long history of the ICE, as well as Cosworth's experience (and its database), it doesn't seem that "crazy" to me. Been in the product development world for 30 years as an ME, spending most of my time as contract engineering and product development. That diverse environment, where we don't iterate much on what already is, has been really exciting. One project I'm working on a nitro-infused cold coffee machine, then I'm working on flow and structural analysis of wind turbine blades. My advice to engineers who are enticed by constant challenges like that are to find employment with those contract development firms.
This was fascinating! Seriously, by the title and past videos on other channels I thought that this would be a factory tour kind of thing. I could watch machine tools and their operators all day.
I’ve worked in both F1 as engineering, (using Siemens NX and Solidworks) and programming mazak twin turret cnc lathes, and also for Martin Baker making parts for the Ejection seats used in airforce jets, and the manufacture processes are almost identical. What some may not realise is, in F1 there is a ZERO acceptance for any tolerance deviation, whereas in Ejector seats, there’s a lot more scope! The other side of the story is, F1 teams are happy to pay ridiculous amounts of money for the most simplest things, yet military contracts want to save money on everything!!
Most military items are much larger and more mass produced, even the typhoon may reach 750. Where as f1 only need a handful of engines/chassis of each design. Also there is less risk of tolerance where human flight is involved. But if you see the production process of the latest military jet engines you will see some things even f1 doesn't get involved with. There are many technologies that have filtered down from military/aircraft world into f1 such as carbon composites.
THE most successful F1 engine. Cosworth DFV. Twelve times an F1 driver had a DFV at their backs when winning a title. Units progressively developed proved competitive from 1968 until 1982, when the turbocharged engines had finally started to become more reliable and performant.
@@paulmichaelfreedman8334 For a road racing engine staying NA makes a lot of sense as the throttle response will normally allow the driver to make better use of traction while cornering. For maximum power of course the turbo engine is going to be able to make more...but lowest lap times are the goal and more power often doesn't translate into lower times. When the Penske Team first got their 917/30's driver Mark Donahue complained that the throttle response was non-existent which made them very difficult to drive. Porsche engineers scoffed at them saying 'It's a racing engine and we don't worry about part throttle power'. Penske then made their own spool valves for the FI system which would allow good control all through the throttle range and even though they made less maximum power...they allowed Donahue to drive it much faster. On the Porsche test track when the modified spool valves were tested, over the Porsche engineers objections, Donahue cut several seconds from the cars lap record which proved the point that drive-ability means more than absolute maximum power.
Here's one for you, of the two types of performance pistons it's generally accepted that forged, like you see here, is stronger than Hypereutectic. However when Kawasaki designed and developed that silly fast turbocharged H2R they released about 7 or 8 years ago (if it was longer than that please don't remind me, I don't need to feel any older than I am) they went with Hypereutectic instead of forged pistons. They found during development of it that forged is indeed stronger than Hypereutectic, until you start getting into the ridiculous combustion chamber temperatures that go along with turbocharging a racing engine, seems that at those temperatures forged pistons start losing their strength wherein Hypereutectic one's dont.
Well crap! I feel ancient at 63! Just kidding, you do whatever you want to at whatever age as I’m doing exactly that at 63. Good luck to you my friend.
At 59 now, I know I would never have qualified for a job at Cosworth, although I could quite happily sweep the workshop floors should they have a vacancy for that position. 😉
I worked for Porsche factory team during the 919 programme and all of the machines we used for manufacturing were DMG Mori. The capabilities of modern manufacturing is simply mind boggling. I remember having an SS pin for a clevice on the car manufactured, this pin was 43.4mm long and 2.04mm wide with a ball on either end and it within 1 micron.
I recently went to DMG in Bielefeld for a training course. On the way to the training center there is a huge model of the 919 that was milled from a solid block of aluminum.
its amazing when you think the industrial revelation wasn't that long ago really. Before that we made every nut and bolt to fit together, not any nut on any bolt.
Wow I didn't realize it took this much work and technology for Pistons. Can't imagine the work that goes into the engine block crank cams. Awsome video
I worked for an aerospace company that built the turbine blades for jet engines. I ran a CMM machine and the tolerances at machining division were sometimes +/- 0.0015 of inch. We worked with single crystal castings that the entire blade was one crystal top to bottom. The machining cos worth is doing is similar to aerospace jet engines. What an interesting place to work! Great video, brings back some good memories and I learned a thing or two about F1.
Last time i remember MMC pistons being used was in the V10 era. Honda used them in 2004 and 2005 seasons.Their aluminium piston in 2003 weighed 251g, then 2004-2005 seasons their MMC pistons weighed between 210g to 226g. A 40 to 25g saving is around a 10% saving!
So we are still looking for a better "alloy", but not "too exotic".? A quick glance at the periodic table tells us we have only Ceramics left, but thats a good thing..
Thats almost exactly what i do everyday 😳 (with medical parts). CAM programming… get that shit working… then getting it accurate… tight tolerances selfcontrol via programmed probe… tool breakage management…. Getting the pallet loader ready… and hope that i dont need to call the service at the next monday morning 😅 (sorry for possible mistakes in my pronunciation... german here 🤷♂️) (Just read it with an heavy german accent 😂)
@@afrimlargimi16382 it depends heavily on the point of view (from your perspective thats obviously right). But my Customers (and Customers in general) tolerate their parts with a reason. I always say im as accurate as i have to be. As a process optimizer i need to consider a lot of things... making the process as fast as possible (to make a profit out of it) while keeping the customer happy beeing the top concerns. i also heavily doubt that parts that are milled on a machine with that size (DMU monoblock 65, 75 or even bigger) get down to that tolerances... milling in general as i believe. but thats very interesting. with such small tolerances the ambient temperature control has to be a critical factor. how do you manufacture your parts? Wire EDM?? Again sorry for eventual grammar errors 😅
One part that was not covered that i feel is remarkable is the pistons only have 2 ring stacks compared to a traditional 3 ring stack, very cool right up thank you,
My old moped tuning kit had 2 piston rings... I swear the commenters (and presenter) are making this out to be much more complicated than it really is - as if some F1 circlejerk is taking place.
Not sure about the comments below, that Aluminium and Beryllium mix well, as an alloy. Our company did some of this for Space applications, and there was a problem with the thermal expansion rates of the various crystallites, within the matrix. As a result, after very heavy thermal cycling, there became zipper faults, and delaminations within the materials, which could not be repaired during the repressurization cycles. As such, these materials will have a defined cycling life, at or over their thermal cycling regimen. Beryllium moves very little, Aluminium moves a lot, and does not recover if strained to crushing (especially in oxygen atmosphere). Inside the piston, that may not be a problem, but just the atomic bonding dimensions seem to be against this. Somebody probably compared the atomic weights, and decided that an alloy would be lighter. Why NOT make Aluminium and Lithium pistons, like they do for airframes and spacecrafts. I'd like to see some F1 cars using AL/LI pistons as a test. Would they melt into failure after 10-miles, or not. Active cooling could be used.
1) Active cooling is of course used in F1 engines, it is called an 'oil gallery'. It sprays the pistons with oil from below. Also common in high power cars. 2) As far as I remember, AlLi has limited hot strength, thus the nr. 1 alloy is still AA2618 or derived from it (average piston crown temp can be >250 or 300°C, derived from softening curves). And also, the price is of concern, believe it or not. Today, there is a tendency to go back to steels and use a design more like the pistons shown here. The pressures are getting ever higher year by year. An Al piston must be very tall in a turbo engine. 3) The piston weight is not the most important parameter. The piston pin is WAY more important, it is the single most important part, because as a connecting element, it affects both piston and conrod. And as long these are made of steels.... 4) It has become of lesser interest to reduce piston weight, because modern F1 engines don't rev very high anyway (forces are ~ m.r.omega²). 5) Al and Be, of course mix very well indeed. Just look at a phase diagram, not a single ordered phase in it! Perhaps you had some foreign element? 6) In fact, the pistons Mika Hakkinen won his two titles with were made from Albemet. A birdie told me they had Be detectors at the factory, and any dry process was strictly prohibited. Ferrari thus protested and since then Be is banned above a certain w%. But it is still used as alloying element. Where? I wont tell. 🙂And also you probably wear a belt buckle containing Be.
Wow, this video is so interesting! I can't believe how sophisticated the process of making pistons for Formula 1 cars is. The advanced technology and attention to detail is really impressive. Thanks for sharing the fascinating pictures and information from the factory. I learned a lot of new things about this industry.
This has become an educational video that should be watched by all engineering colleagues undergoing orientation in all automotive companies. Thank you!
That was certainly an eye opener. I've rebuilt quite a number of engines in my life but that's the first time I've seen an impressive parts production video especially by a huge manufacturer like Cosworth. Thanks for the great show mate.
great video guys, love seeing the nitty gritty of some of the most advance production techniques. The series on rolls royce aircraft engines is worth a watch if anyone hasn't seen it. Cosworth seem to be pickup up more and more hyper car customers lately, congrats to the whole team. Even the new Bugatti!
The level of precision, engineering and technology involved in F1 still amazes me. It’s on another planet and right up there with aerospace engineering. The fact just one piston costs £50k is astounding and no doubt is one reason why just a F1 power unit costs more than an entire car in other motorsports like Indycar or a Le Mans Hypercar.
It's quite fascinating to watch a technology that has come so far and is so incredibly refined, yet is certain to not exist in the next century, and possibly sooner.
I am a CNC machinist. Been doing it a long time, and consider myself pretty good. That machine that can turn ovals at 3000 rpm is absolutely mental. Even a slight oval. That machine must be made out of unobtanuum to stay rigid!
I'm betting the tour and the talking points were written by marketeers, not engineers. And the person saying the story was told this is what to say if you want to keep your cuhsy job.
I love F1 because its truly the absolute pinnacle of Engineering and Technology being harnessed by the handful of human beings capable of being able to control the power these engines produce. F1 drivers are not drivers. They're pilots. I think the skills needed to fly an F22 Raptor are the same skills needed to win in F1.
I was a jet pilot and I'm here to tell you that these F1 drivers are head and shoulders above modern jet pilots, as good as they have to be. Driving a race car like these at race speeds is constant concentration for as long as the race is. Flying a military jet demands total concentration for much shorter periods of time and the actual flying is really pretty easy. Pilots are very busy systems managers, and there is a lot to manage and communicate, but the planes are so automated, it leaves more time for the pilot to focus on the mission (which is good). In any case, the best of the best top drivers in the world are a very select breed. I flew A7Es 2 tours to Vietnam and made about 200 carrier landings, so I have some feel for what goes on.
Brilliant, very interesting thank you and Cosworth. Before just increasing ones turbo boost or oversize injectors people need to watch this to understand why an engine designed for say 250bhp will blow when producing 400bhp without being redesigned and using all correct components. Thank you again. Not only the engine design but those engineering machines are amazing. Shame I’m in my 70s, after this I would like to be an apprentice again!
A very good friend of mine did shock valve machining for F1. It is demanding work during testing season with prototypes having to be made in 3 or 4 materials etc. Lots of overnighting to Europe, same day machining and anodizing etc etc. I like seeing the 14 year old ginger working the dyno controls at 19:53 😆
12:27 wrong. Chatter happens when there isn't enough chipload, not that it is running too quickly unless referring to rpm without taking feed rate into account
Cosworth does not have an F1 Engine Program and is mainly involved in the IndyCar Series. The vast majority of F1 Engine manufacturers use Mahle Pistons from Germany. Even the Ferrari Team uses Mahle.
Mercury marine racing division 2.5 litre 2 cycle v 6's racing motors use mahle pistons I own one and will rev 10000+ rpm and every stroke is a power stroke
Thanks for the awesome inside and factual look at the engineering. Can I suggest you fine tune your focusing technique? There's digital assists to make sure the correct thing is in focus - super important in settings like this!
Thanks for this very interesting video! I really enjoyed it, but I now have many questions, like if they can melt used pistons to create the new ones, if piston rings and rods are manufactured in house or the type of failures they've encountered on this part, ...
When machining, chatter raise aren’t linked to rotational speed raises, it can be, but chatter isn’t linear, so you may as well reduce it by raising speeds, it really depends on your machine’s geometry and how it’s made, your tool holders, your spindle, your axis…
This is very cool, but may not be so relevant to current F1 pistons - i may be corrected, but I understand they've been using steel pistons for some years, because the aluminium pistons that were strong enough to withstand the forced induction pressures and loads were actually heavier and less reliable than the steel. Basically the same reason high performance/racing diesels use steel pistons.
I'm a machinist for mega large parts, I'm skilled in tolerances of a few microns and eccentric boring. But there are techniques here that are amazing like the oval turning at 3000 RPM. Unbelievable. But all the other tech like Vericad, CMM and DFM are all standards for most CNC machine shops. It's not low tech boring work anymore.
Coming from machining myself, it really seems like it only cost £50,000 per unit because they just sort of can charge that much. Nothing so far has been super exotic.
cost is estimated by how much waste product comes out and energy "hours and people" to put in to one final product, i bet there are millions are wasted in R&D. same in bikes for example . one in 100$ one is 5-6k same fucking product same shape and function
also we forget there are 2 kind of engineers. one wich allows himself +- 1-2% error margin, and one with 0.05 to 0.1% acceptable error, if not, just redo until its perfect. michelin star chefs are as good as normal chefs and vice versa . the precision makes the price tag and difference
When I attended automotive school in late ‘60’s I remember my teacher claiming we have instruments that can measure the flex of a railroad track when a bee lands on it.
How many hundreds of thousands do Yamaha turn out for worldwide mass market bikes compared to the few dozen made by Cosworth for a handful of F1 teams?
That was really interesting. I was surprised how short the pistons are. I've overhauled engines but only my own day to day driver cars, nothing high tech.
Good old fashioned UA-cam is back!? Straight to the point video
Erm, try putting up a video on how to prevent people from kidnapping ones kids and see how quickly it gets banned by UA-cam.
I know from experience, as that's exactly what UA-cam did, and they wouldn't listen yo any appeals. Tells you who they are.
Yep. And that is critical
Are we watching the same video? Its alot of talk from Mansel without him saying very much
A recently retired Mahle Motorsports employee, I really enjoyed this video. Cosworth is a very capable outfit 🏁
Mahle has my respect too- I've built street bottom ends with their pistons that went for 300K miles
Funny that, Mahle have a building next door to Cosworth and Mugen Honda is or was around the corner.
I always loved that my 740 Volvo used Mahle filters and I think pistons.. we were religious about those filters. One day I’ll build back my resto mod 740 that is nice to travel and eats roads. So much space to make your own subframe,motor mounts and even for a AWD system.
1990 Mahle pistons in the opel C20XE still rev. to 7000rpm
My Kawasaki ninja 250 fi Have 62mm stock piston..I'm going to set 63.5 mm..! Is there any problem will be create or what should i change ??
really nice to watch this - brought back memories of my days starting as a graduate engineer with Cosworth in 1999. 5 amazing years @Cosworth
This is half of why I am so drawn to F1, the remarkable engineering
100% agree
Yup. What you did last year wont help you this year in F1.
Definitely. It’s amazing.
The engineering is exciting ,but the actual racing is yawn 🥱
Yeah. I look forward to when they can start upgrading their engines again. Would wish teams had a. It more leeway in the aero though so we could see some more variation
Having been fortunate enough to do a factory tour at Cosworth, it was amazing to see the steps taken from start to finish. A lot of which are not covered here. These guys are the peak of the industry. The real good stuff cameras are not allowed anywhere near.
I miss working on a DMG Mori DMU 50. I got excited that you referenced the same machine that I worked on at my first machining job!
A DMU 50 On your first job is pretty cool 👍
You are one lucky dog! Darn!
I saw the name on the Porsche 919 hybrid and had to Google it 😊😊😊😊
Crazy what engineers can do when they have been given simple task of "make the best piston you can"
The 919 evo by Porsche is an example of an entire car built on that logic
all that is needed is a fat wallet
Simple task eh, did you watch the video properly? 😂😂
And just look to GM to see bean counting at its best.
Given the long history of the ICE, as well as Cosworth's experience (and its database), it doesn't seem that "crazy" to me. Been in the product development world for 30 years as an ME, spending most of my time as contract engineering and product development. That diverse environment, where we don't iterate much on what already is, has been really exciting. One project I'm working on a nitro-infused cold coffee machine, then I'm working on flow and structural analysis of wind turbine blades. My advice to engineers who are enticed by constant challenges like that are to find employment with those contract development firms.
I bought a set of these at Auto Zone for my '72 Pinto Wagon. Huge improvement.
Lol😂😂
Never thought of it. Thanks Mr Obvious.😊
I used 6 of these in my one row interceptor.. which I installed in my 1970 Falcon wagon....
Fantastic! Thank you. It was also nice seeing all the normal, non-tagged and pierced young people.
This was fascinating! Seriously, by the title and past videos on other channels I thought that this would be a factory tour kind of thing. I could watch machine tools and their operators all day.
I’ve worked in both F1 as engineering, (using Siemens NX and Solidworks) and programming mazak twin turret cnc lathes, and also for Martin Baker making parts for the Ejection seats used in airforce jets, and the manufacture processes are almost identical.
What some may not realise is, in F1 there is a ZERO acceptance for any tolerance deviation, whereas in Ejector seats, there’s a lot more scope! The other side of the story is, F1 teams are happy to pay ridiculous amounts of money for the most simplest things, yet military contracts want to save money on everything!!
Most military items are much larger and more mass produced, even the typhoon may reach 750. Where as f1 only need a handful of engines/chassis of each design. Also there is less risk of tolerance where human flight is involved. But if you see the production process of the latest military jet engines you will see some things even f1 doesn't get involved with. There are many technologies that have filtered down from military/aircraft world into f1 such as carbon composites.
I read some time ago that F1 engines do not use gaskets, are their tolerances are Perfect? What a great Technological Wonder;.
THE most successful F1 engine. Cosworth DFV. Twelve times an F1 driver had a DFV at their backs when winning a title. Units progressively developed proved competitive from 1968 until 1982, when the turbocharged engines had finally started to become more reliable and performant.
From what I understood from a cosworth documentary from the 80s, is that Cosworth resisted using a turbo for as long as possible.
@@paulmichaelfreedman8334 For a road racing engine staying NA makes a lot of sense as the throttle response will normally allow the driver to make better use of traction while cornering. For maximum power of course the turbo engine is going to be able to make more...but lowest lap times are the goal and more power often doesn't translate into lower times.
When the Penske Team first got their 917/30's driver Mark Donahue complained that the throttle response was non-existent which made them very difficult to drive. Porsche engineers scoffed at them saying 'It's a racing engine and we don't worry about part throttle power'. Penske then made their own spool valves for the FI system which would allow good control all through the throttle range and even though they made less maximum power...they allowed Donahue to drive it much faster. On the Porsche test track when the modified spool valves were tested, over the Porsche engineers objections, Donahue cut several seconds from the cars lap record which proved the point that drive-ability means more than absolute maximum power.
Here's one for you, of the two types of performance pistons it's generally accepted that forged, like you see here, is stronger than Hypereutectic.
However when Kawasaki designed and developed that silly fast turbocharged H2R they released about 7 or 8 years ago (if it was longer than that please don't remind me, I don't need to feel any older than I am) they went with Hypereutectic instead of forged pistons.
They found during development of it that forged is indeed stronger than Hypereutectic, until you start getting into the ridiculous combustion chamber temperatures that go along with turbocharging a racing engine, seems that at those temperatures forged pistons start losing their strength wherein Hypereutectic one's dont.
More reliable by using toluene in 1983 LMAO😂
@@dukecraig2402 supercharged*
Absolute dream job to be building engines for Cosworth... I'm old now at 43, so kids.. don't waste your school days as I did.
It's amazing that they last longer than a minute.
Well crap! I feel ancient at 63! Just kidding, you do whatever you want to at whatever age as I’m doing exactly that at 63. Good luck to you my friend.
At 59 now, I know I would never have qualified for a job at Cosworth, although I could quite happily sweep the workshop floors should they have a vacancy for that position. 😉
Identify and Follow your passion. Money will follow on. Never chase money.
What do you mean by that? You can bet that almost everyone working at Cosworth was a star-level student.
I worked for Porsche factory team during the 919 programme and all of the machines we used for manufacturing were DMG Mori. The capabilities of modern manufacturing is simply mind boggling. I remember having an SS pin for a clevice on the car manufactured, this pin was 43.4mm long and 2.04mm wide with a ball on either end and it within 1 micron.
I recently went to DMG in Bielefeld for a training course.
On the way to the training center there is a huge model of the 919 that was milled from a solid block of aluminum.
its amazing when you think the industrial revelation wasn't that long ago really. Before that we made every nut and bolt to fit together, not any nut on any bolt.
@@dcallan812 Joseph Whitworth 1841.
Bee stress reliever at 0:35 shows how intense CAD designing an F1 piston must get!
That’s a critical part
that's crucially needed if you have to work with Siemens software
@@Gizfreek I was happy working in NX until they made us go to Teamcenter
@@Gizfreek siemens makes me want to jump out of my window sometimes
THe engines themselves, just looking at them , are Works of Art. Man can build Incredible things..
Wow I didn't realize it took this much work and technology for Pistons. Can't imagine the work that goes into the engine block crank cams. Awsome video
I worked for an aerospace company that built the turbine blades for jet engines. I ran a CMM machine and the tolerances at machining division were sometimes +/- 0.0015 of inch. We worked with single crystal castings that the entire blade was one crystal top to bottom. The machining cos worth is doing is similar to aerospace jet engines. What an interesting place to work! Great video, brings back some good memories and I learned a thing or two about F1.
I think you meant .00015 inch.
@@quantumssI think you're not meant to use inches.
driver you have just made me thro my tv in the bin , this stuff is great brain food thanks
Engine sounds from the dyno tests would have been great…
Very interesting. I note that the staff at Cosworth is very young!
The level of precision, and tolerances is mind boggling. Amazeballs!
Last time i remember MMC pistons being used was in the V10 era. Honda used them in 2004 and 2005 seasons.Their aluminium piston in 2003 weighed 251g, then 2004-2005 seasons their MMC pistons weighed between 210g to 226g. A 40 to 25g saving is around a 10% saving!
Banning beryllium was so incredibly stupid. Thanks ferarri...
Except the fia hates innovation
Aluminum MMC is a fascinating material, it’s a shame it’s so dam expensive to use.
Yes. And that is critical
So we are still looking for a better "alloy", but not "too exotic".?
A quick glance at the periodic table tells us we have only Ceramics left, but thats a good thing..
Thats almost exactly what i do everyday 😳 (with medical parts).
CAM programming… get that shit working… then getting it accurate… tight tolerances selfcontrol via programmed probe… tool breakage management…. Getting the pallet loader ready… and hope that i dont need to call the service at the next monday morning 😅
(sorry for possible mistakes in my pronunciation... german here 🤷♂️)
(Just read it with an heavy german accent 😂)
Servus ich bin aus Bayern, braucht ihr eventuell meister aus dem bereich mechatronik? 😂
Same here, greetings from Italy 🍻
Yavohl!
Same here. An CMM operator. 20 microns is not that tight to be honest. Our tollerances are 0.005 microns.
@@afrimlargimi16382 it depends heavily on the point of view (from your perspective thats obviously right). But my Customers (and Customers in general) tolerate their parts with a reason. I always say im as accurate as i have to be. As a process optimizer i need to consider a lot of things... making the process as fast as possible (to make a profit out of it) while keeping the customer happy beeing the top concerns.
i also heavily doubt that parts that are milled on a machine with that size (DMU monoblock 65, 75 or even bigger) get down to that tolerances... milling in general as i believe.
but thats very interesting.
with such small tolerances the ambient temperature control has to be a critical factor.
how do you manufacture your parts?
Wire EDM??
Again sorry for eventual grammar errors 😅
One part that was not covered that i feel is remarkable is the pistons only have 2 ring stacks compared to a traditional 3 ring stack, very cool right up thank you,
My old moped tuning kit had 2 piston rings... I swear the commenters (and presenter) are making this out to be much more complicated than it really is - as if some F1 circlejerk is taking place.
absolutely fascinating stuff! Precision precision and more precision on every little detail just to built 1 piston! Really incredible!
Nice job explaining that you're concise to the point not boring
Not sure about the comments below, that Aluminium and Beryllium mix well, as an alloy. Our company did some of this for Space applications, and there was a problem with the thermal expansion rates of the various crystallites, within the matrix. As a result, after very heavy thermal cycling, there became zipper faults, and delaminations within the materials, which could not be repaired during the repressurization cycles. As such, these materials will have a defined cycling life, at or over their thermal cycling regimen. Beryllium moves very little, Aluminium moves a lot, and does not recover if strained to crushing (especially in oxygen atmosphere). Inside the piston, that may not be a problem, but just the atomic bonding dimensions seem to be against this. Somebody probably compared the atomic weights, and decided that an alloy would be lighter. Why NOT make Aluminium and Lithium pistons, like they do for airframes and spacecrafts. I'd like to see some F1 cars using AL/LI pistons as a test. Would they melt into failure after 10-miles, or not. Active cooling could be used.
This is why the JWST primary mirror is beryllium with gold coating. But expensive and extremely toxic
there is some use of allite super magnesium in F1 engines and transmissions
@@asicdathensmore expensive than my ex-wife. more toxic than my mother-in-law
1) Active cooling is of course used in F1 engines, it is called an 'oil gallery'. It sprays the pistons with oil from below. Also common in high power cars.
2) As far as I remember, AlLi has limited hot strength, thus the nr. 1 alloy is still AA2618 or derived from it (average piston crown temp can be >250 or 300°C, derived from softening curves). And also, the price is of concern, believe it or not. Today, there is a tendency to go back to steels and use a design more like the pistons shown here. The pressures are getting ever higher year by year. An Al piston must be very tall in a turbo engine.
3) The piston weight is not the most important parameter. The piston pin is WAY more important, it is the single most important part, because as a connecting element, it affects both piston and conrod. And as long these are made of steels....
4) It has become of lesser interest to reduce piston weight, because modern F1 engines don't rev very high anyway (forces are ~ m.r.omega²).
5) Al and Be, of course mix very well indeed. Just look at a phase diagram, not a single ordered phase in it! Perhaps you had some foreign element?
6) In fact, the pistons Mika Hakkinen won his two titles with were made from Albemet. A birdie told me they had Be detectors at the factory, and any dry process was strictly prohibited. Ferrari thus protested and since then Be is banned above a certain w%. But it is still used as alloying element. Where? I wont tell. 🙂And also you probably wear a belt buckle containing Be.
@@emefff Good Info. Thanks
Wow, this video is so interesting! I can't believe how sophisticated the process of making pistons for Formula 1 cars is. The advanced technology and attention to detail is really impressive. Thanks for sharing the fascinating pictures and information from the factory. I learned a lot of new things about this industry.
This has become an educational video that should be watched by all engineering colleagues undergoing orientation in all automotive companies. Thank you!
That was certainly an eye opener. I've rebuilt quite a number of engines in my life but that's the first time I've seen an impressive parts production video especially by a huge manufacturer like Cosworth. Thanks for the great show mate.
This whole video just makes me miss my machine shop days. Tolerances of 0.01mm were routine. I miss it.
The two phrases where one: close enough for government work. And two: I can't see it from my house.
@@phukfone8428 1 more phrase...."It ain't going to Indy."
Well done! Thank you for this. You answered several questions that I’ve long been wondering about. Great Job
Great video and very informative.
Thank you and good to see NX and Vericut in action. Did a lot with them both some years ago and enjoyed the job immensely. Cheers
Thanks for sharing this with us
Amazing.. The level of care and detail @ Cosworth is more involved than NASA !!
I see clearly why even someone with your experience called this day one of the most interesting experiences of your life. WOW!!
Excellent report! Greetings from Buenos Aires.
コスワースTJ2006エンジンピストン、
ヤマハOXエンジンピストン、
無限ホンダエンジンピストン、
ハートV8エンジンピストン
マーレのコンロッド付きで持ってます。
ルノーRS9のエンジンヘッドもあります。
great video guys, love seeing the nitty gritty of some of the most advance production techniques. The series on rolls royce aircraft engines is worth a watch if anyone hasn't seen it. Cosworth seem to be pickup up more and more hyper car customers lately, congrats to the whole team. Even the new Bugatti!
You did an excellent job explaining this topic; I learned many new things!
Brilliant and informative video, thank you
I worked at Cosworth back in the early 90's. Was an interesting job.
Thanks for the great explanation. I have been a machinist for many years and you explain things very well.
All Engineering students should watch this video.
Its a nice little introduction to quite a number of topics
A very enlightening video of the motor sport piston design and manufacturing process. Brillent and well worth watching.
It's Saturday evening and I'm watching a piston video.
The level of precision, engineering and technology involved in F1 still amazes me. It’s on another planet and right up there with aerospace engineering. The fact just one piston costs £50k is astounding and no doubt is one reason why just a F1 power unit costs more than an entire car in other motorsports like Indycar or a Le Mans Hypercar.
Not to forget the small production volume and strict quality control that would be uneconomical at mass production level.
No wonder, f1 is revered as the pinnacle of automotive engineering. Great stuff!
Excellent video!, I've always loved cosworths engineering ,they made a Chevy Vega motor worth owning
Finally a good video were we can actually learn something.
I definitely NEED these pistons in my daily driver
Mee too👍
I need some for my V12 supercar build 😆
You can have whatever you like, if you got the money.
You can't buy my love though😂😂😂@@bomberaustychunksbruv4119
It's quite fascinating to watch a technology that has come so far and is so incredibly refined, yet is certain to not exist in the next century, and possibly sooner.
I am a CNC machinist. Been doing it a long time, and consider myself pretty good. That machine that can turn ovals at 3000 rpm is absolutely mental. Even a slight oval. That machine must be made out of unobtanuum to stay rigid!
Right? The tooling these guys have access to is incredible! I guess that's what happens when you have F1 money backing you. 😄
It's not that big of a deal really. Eccentric turning make things like this pretty easy actually.
Haha. Any old shitty lathe can turn excentrically, just make sure it ain't level and backlash will do the rest....
Controlling the ovality however , that is another concept entirely.
I'm betting the tour and the talking points were written by marketeers, not engineers. And the person saying the story was told this is what to say if you want to keep your cuhsy job.
Brilliant video! Thanks Scott and Cosworth.
I love F1 because its truly the absolute pinnacle of Engineering and Technology being harnessed by the handful of human beings capable of being able to control the power these engines produce. F1 drivers are not drivers. They're pilots. I think the skills needed to fly an F22 Raptor are the same skills needed to win in F1.
I was a jet pilot and I'm here to tell you that these F1 drivers are head and shoulders above modern jet pilots, as good as they have to be. Driving a race car like these at race speeds is constant concentration for as long as the race is. Flying a military jet demands total concentration for much shorter periods of time and the actual flying is really pretty easy. Pilots are very busy systems managers, and there is a lot to manage and communicate, but the planes are so automated, it leaves more time for the pilot to focus on the mission (which is good). In any case, the best of the best top drivers in the world are a very select breed. I flew A7Es 2 tours to Vietnam and made about 200 carrier landings, so I have some feel for what goes on.
It looks much like my Yamaha Fazer 250 LE, 2008, piston, I use in Brazil 😅
Cool factory. Congratulations to the Cosworth team.
Brilliant, very interesting thank you and Cosworth. Before just increasing ones turbo boost or oversize injectors people need to watch this to understand why an engine designed for say 250bhp will blow when producing 400bhp without being redesigned and using all correct components. Thank you again. Not only the engine design but those engineering machines are amazing. Shame I’m in my 70s, after this I would like to be an apprentice again!
It's never too late!!!
Except the 2JZ and the Coyote, you can double the HP reliably and still will have some left on the table for when you really need it.
@@UrsulavonBIt literally is when you’re old.
An excellent episode 🎉🎉🎉. Do you cover MotoGP engine?
Nigel Mansells son?
Good job on presenting, very informative and kept me interested right to the end
Excellent and fascinating exposé!
Good job!
Great Video. Top Man
Thank you for the video.. It's impressive how tiny this F1 pistons are. I thought our McLaren pistons are small but this is top notch engineering 👍
Love this stuff. Worked in Federal Mogul. Tech 3D line operator. Bradford Pin R.I.P
Beautiful Performance ♥️
Humans are incredible
content is so good on this channel
A very good friend of mine did shock valve machining for F1. It is demanding work during testing season with prototypes having to be made in 3 or 4 materials etc. Lots of overnighting to Europe, same day machining and anodizing etc etc. I like seeing the 14 year old ginger working the dyno controls at 19:53 😆
Brilliant video, thx 😊 from a race retired engineer.
12:27 wrong. Chatter happens when there isn't enough chipload, not that it is running too quickly unless referring to rpm without taking feed rate into account
You make a good point ; that statement on the Video , did not match my experience.
Cosworth does not have an F1 Engine Program and is mainly involved in the IndyCar Series.
The vast majority of F1 Engine manufacturers use Mahle Pistons from Germany.
Even the Ferrari Team uses Mahle.
Mahle have a building next door to Cosworth's in Northampton so I would put money they are made here.
Also; they made V8s and had a V6 prototype
@@Lazerus2008 GM uses Mahle in several motors here in USA..... EXCELLENT !!
Mercury marine racing division 2.5 litre 2 cycle v 6's racing motors use mahle pistons I own one and will rev 10000+ rpm and every stroke is a power stroke
Ahh glad this video is back up! Any insight why it was taken down for a few days?
Very fascinating! Well done.
This was incredibly interesting, thank you.
The tolerances are crazy when at room temperature that a f1 won't start iys too tight. They all get pre heated
I would really like you to continue with the channel translated into Brazil.
Thanks for the awesome inside and factual look at the engineering. Can I suggest you fine tune your focusing technique? There's digital assists to make sure the correct thing is in focus - super important in settings like this!
Correction: The longer the stroke, the slower the crankshaft revolutions must be. For the shorter stroke, the opposite applies.
Yarp.
Or conversely the longer the stroke the faster the piston speed and acceleration
This is just a GREAT video on the subject. I learned a LOT.
#firstcomment
Love the videos love seeing the technology and engineering that goes into F1
Thanks for this very interesting video! I really enjoyed it, but I now have many questions, like if they can melt used pistons to create the new ones, if piston rings and rods are manufactured in house or the type of failures they've encountered on this part, ...
When machining, chatter raise aren’t linked to rotational speed raises, it can be, but chatter isn’t linear, so you may as well reduce it by raising speeds, it really depends on your machine’s geometry and how it’s made, your tool holders, your spindle, your axis…
I like how Monza is being used as a yardstick for engine durability.
This is very cool, but may not be so relevant to current F1 pistons - i may be corrected, but I understand they've been using steel pistons for some years, because the aluminium pistons that were strong enough to withstand the forced induction pressures and loads were actually heavier and less reliable than the steel. Basically the same reason high performance/racing diesels use steel pistons.
Fascinating video. Thanks!
When your tool to make your stuff is orders of magnitude more complex than what its making
that whole piston is work of art, no sharp edges at all
Killer video thanks guys🙌⚡️🙌
I'm a machinist for mega large parts, I'm skilled in tolerances of a few microns and eccentric boring. But there are techniques here that are amazing like the oval turning at 3000 RPM. Unbelievable. But all the other tech like Vericad, CMM and DFM are all standards for most CNC machine shops. It's not low tech boring work anymore.
Coming from machining myself, it really seems like it only cost £50,000 per unit because they just sort of can charge that much. Nothing so far has been super exotic.
cost is estimated by how much waste product comes out and energy "hours and people" to put in to one final product, i bet there are millions are wasted in R&D. same in bikes for example . one in 100$ one is 5-6k same fucking product same shape and function
also we forget there are 2 kind of engineers. one wich allows himself +- 1-2% error margin, and one with 0.05 to 0.1% acceptable error, if not, just redo until its perfect. michelin star chefs are as good as normal chefs and vice versa . the precision makes the price tag and difference
DLC, i was expecting to hear about WPC aswell. The amount of r&d is crazy.
When I attended automotive school in late ‘60’s I remember my teacher claiming we have instruments that can measure the flex of a railroad track when a bee lands on it.
Interesting topic. I'd like to see Destin visiting actual F1 piston factory.
very good video, im intrigued on how they make the blocks now
Good stuff, thanks. How about a similar dive into combustion chamber including valve angle and intake runner design?
SnackBoy61 .....On the Polar bear chomp list Bless him
Amazing how Yamaha can do a set of pistons that'll rev to 17500 for £500
How many hundreds of thousands do Yamaha turn out for worldwide mass market bikes compared to the few dozen made by Cosworth for a handful of F1 teams?
Can those pistons do 2-3k miles of CONTINUOUS reliable operation at the top of the rpm range while delivering 800+ hp?
Damn dude your videos are always so informative and depictive. Top notch old boy.
Very Interesting, Thank's for posting. subbed. 👊😎👍
Proper video. Animations peak as always
That was really interesting. I was surprised how short the pistons are. I've overhauled engines but only my own day to day driver cars, nothing high tech.