The Impossible Engine Speed😳| Explained Ep.28
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- Опубліковано 6 лип 2023
- Internal combustion engines can operate within a broad range of RPM, from as low as 300RPM in locomotives, 7000RPM in pushrod V8’s like the LS7, 9000RPM in the F20C found in the S2000, or as high as 20000RPM in the Kawasaki Ninja ZX2R and everywhere in between.
Music: By White Bat Audio
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This is easy actually, step one go flat out in 5th gear, step 2 drop her down into 1st. This gives you way more than 20k rpm!
Only works once
@@excalibur2038 step 3 replace the engine 😂
Money shift
might need to warn the ISS before this one tho chief
Step 3, hood goes in face with rod.
These are the videos missing in tuner culture period. Easy to understand, captivating, explanation videos for everyone from beginners to the experienced to watch to grow and hone their knowledge without being overwhelmed or underwhelmed. Easy to say but hard to execute, masterful job once again!
Wait you mean just wearing a black hoodie and putting on some “racing” stickers as well as neon lights while trying to say “dude bro” a minimum of 150x per car meet isn’t going to lead to a faster vehicle? What about beards? And tattoos? Won’t those make a bro-dozer truck more able when off road?
😊
That's why I subscribed to this channel. Easily digestible technical information but explained in a way someone unfamiliar with the scene can understand
I always thought that pep-boy hood scoops mounted on my roof was the only way to increase horsepowers and torques. What a world.
@@davemccage7918 It's what low IQ people do - because - for them - it's about "just" getting "attention dude bro" - kind of like guys who have tats who can't fight, or guys who have a beard but cannot change a car tire
As a huge Formula 1 fan, thanks for putting this video out.
Glad you enjoyed it!
Yep love all the F1 references, they really need to ditch the turbos and bring back the NA V-10 or at least the V-8 high rev sound, with them going to e-fuels (and Euro standards allowing e-fuels for future sports/super cars) and most of the manufacturers being sports and super car makers now there's no reason for a turbo V-6 format for "customer car relevance".
Now f1 is over engineered crap like Nascar. Both look like slot cars on the track and the excitement is gone
@@337speed are you a engineer?
@@societyisboringI watched a couple of minutes of F1 the other day.
I genuinely would rather watch sim racing than that again
These videos are a hidden gem in the car community. A lot of useful information packed together along with high production quality and great writing.
Absolutely, I can Echo the same.
@@shubhamsarkar2186I second this
Dude, I don't know how you do it. You always manage to make great videos that are very informative.
I appreciate that!
@@337speed I appreciate learning
A quick addition to your point at 6:30 - the cycle limits are exponential - meaning that if you pick a force or a lifetime/ cycle limit, you can optimize and decide if steel or aluminum is a better choice.
This is why drag cars use aluminum conrods. They're treated as consumable, and don't have to survive for long races.
Perhaps that is true for aluminium, but steel has a sharp corner in the stress/cycle relationship as shown in the video. My understanding is that the fatigue limit is not actually perfectly flat as is typically claimed ("infinite cycles"), but that it simply has a very shallow gradient that is close enough to flat for most purposes.
@@2bfrank657 I think maybe you are not understanding the graph correctly. The "sharp corner" for the steel rods is correct, as far as can be measured. Basically, if it stays below its fatigue point, it will last forever. As a diesel mechanic, I know that semi-truck engines are often rebuilt after a few hundred thousand miles, but that doesn't mean ALL of the pats are replaced. most of the time you would use new rod bearings and rod bolts, but the rods themselves would be reused. commercial diesel engines sometimes last over TWO MILLION miles with a few rebuilds.(that would have to be in the billions for cycles) Other parts(like the crank shaft) will also likely never be replaced
@@2bfrank657 Unless my materials engineering professor and the books lied to me. Steel presents a stress threshold (for a given temperature) where, if not surpassed it won't suffer from fatigue related deformation. This is because the dislocations present in the crystalline structure are unable to be displaced around the matrix, resulting in no permanent deformation even at the microscopic level.
@@andresmartinezramos7513 Interesting. My understanding is based on what a tutor once told me, something related to "the German railways" and the very high number of stress cycles their axles underwent if I recall correctly. I've not seen this low-rate fatigue theory mentioned elsewhere though, and I expect your understanding of steel microstructures exceeds mine, so I think I'll research this a bit more before pushing this claim any further.
@@2bfrank657 Right now I'm travelling, so I can't give you the exact quotes (I'll try to remember when I get back). Any mistake is my own. But the idea was:
In a number of steels the process of nucleation of the crack does not happen beneath the fatigue limit of the material. They insisted on us remembering that aluminum and composite materials do not present a fatigue limit and will always fail given enough cycles (which may be many).
The reason for no nucleation was (If I recall correctly) that the dislocations got stuck by the interstitials and the grain borders. The energy to overcome this obstacles being too great for the amount of stress applied. This leads to the dislocations not combining and thus not growing.
Sources online are just saying it happens, not why. The only explanation seems to be an answer in a forum by Jesper V. Carstensen in "ResearchGate net Why fatigue limit only exist in some materials?" So not the most reliable of sources. Again, I'll try to return to the topic in a few days.
One of the coolest way I’ve seen valve float be removed is how Ducati did it with their desmodromic valve where the cam opens and closes it. That’s how they can get such high revs. They also don’t use timing belts or chains it’s all done using gears, it’s a nightmare to work on but it’s amazing when it works.
You must be referring to the engine in current Ducati MotoGP bikes? The desmodue in my 2005 Monster S2R has timing belts and desmodromic valve actuation as do the desmoquattro and testastreta engines in their super bikes of that vintage. I’m not sure about their current V4 engines however.
@@ghostwrench2292 Well that is a desmodromic valve, it is driven by belt or chain, however, there are no springs involved so there are no valve float.
Yes that is a cool technology back then however, they are not so popular right now as people found a way to remove or mitigate valve float without using desmodromic valve, but with modern springs or pneumatic.
Honda's 125cc, Five cylinder RC149, revved to 18,000 RPM with valve springs, made 30 hp and topped out at over 135 mph, in 1965.....it had 33mm bore and a 29.2 mm stroke, and four tiny valves per cylinder.
Soichiro Honda hated 2 strokes, so in the 70s, when all the other manufacturers settled on 500cc four cylinder 2 strokes for their GPP bikes, Honda tried to beat them using a 4 stroke. The rules stated no more that 4 cylinders, so a 4 stroke would need revs, lots of revs to get the power needed to beat the 2 strokes. They built the NR500, it had oval bores, (like a spam tin) 8 valves and 2 conrods per cylinder, it was basically a V8 with siamesed bores (but still technically a four cylinder to stay in the rules) it would rev to 21,000rpm, and idled at 7000rpm!! It was a bit of a failure as a race bike, but the oval piston engine did get developed further into a 750 road bike, the NR750, (many styling cues off this bike were used on the Ducati 916) and the NR750 TTF1 race bike that look similar to the RC30.
It was used because valve spring material wasn’t very good.
Ducati was already using that system in the 70’s, using bevel gear drive. 750ss
Mercedes Benz used it in their race car engines in the 50’s. SLR
It was developed for German fighter planes in WW2, but the design goes way back before valve spring material could cope.
There is no better sound. That angelic 20K RPM screaming NA V10 of old F1. I get tears in my eyes.
Yeah, the 7200 rpm d16 on my '95 Honda civic coupe had me addicted to high rpm NA engines... in the manual if you shift at redline it never dropped out of VTEC
That’s why I like fords DOHC 4.6l. Running a V8 out to nearly 7k rpm was a blast. In the ‘96 cobra they had a variable intake somewhere around 3600rpm it would switch from long to short runners. So doing the high rpm shifts would keep you in the short runners.
Fun car.
YO !!
I had a 1991 Acura Integra and built a LS/VTEC put a HKS power exhaust had Toda cams and valve springs, SPOON headers, ARC intake box, 6speed manual from a prelude.
1996 Acura Integra GSR with Mugen engine, Motec fuel management system, HKS turbo and exhaust. Hondata custom ecu, JIC coil over suspension all 4 corners, Yokohama Advan tires, SSR wheels.
2001 Yellow Honda S2000 with a Paxton Supercharger
ARC Induction Box
Spoon Suspension
Carbon Fiber Reinforced Driveshaft
Mugen Wheels
ApexI FCON Pro
Honda is amazing
"in the manual if you shift at redline it never dropped out of VTEC" And probably never hit 87mph either 🤣 just kidding
@@TeensierPython i
my civic hits 20k rpms easy
Vtec just kicked in yo!
yea, ONCE.
I doubt it
If you jammed it into 1st gear maybe lol
I think u talking about 2k rpm not 20 bro
Your ability to explain the internals of an old-school HEMI and an F1 engine in equal levels of detail is incredible. More people should know about you.
As others have said, your videos are solid. Good animations, no clickbait, simple explanations. Good stuff. There's a gap in a lot of car modding UA-cam content from what I've seen that explains the how and why for the moderately complex issues.
Can we take a moment to appreciate the production quality this series has been consistently improving!!! Love this channel more everytime I watched an "explained"
Sad to not see a mention of the Honda CBR250RR from the 90s.
19,000rpm redline with rev limiter at 20,000rpm from a tiny 250cc inline 4.
Each cylinder is just slightly bigger than a shotglass in volume with a 48.5x33.8mm bore and stroke.
The bike makes a whopping 45hp, which is pretty impressive considering thats 180hp/L more than 30 years ago and the 1992 CBR900 only made 121Hp (135Hp/L)
Fzr 250 , zxr 250 , gsxr250 ( tho lower rpm) honda did have the max rpm in the cbr . Epic time for small bikes.
This video got me to understand why GM shortened the runners from the TPI setup to the LT1 setup and explains why the LT1 and all other engines afterward where so much better, but I will always love the look of a well maintained TPI engine
C'mon bro, nothing is cooler than killing the ignition on a very hot batch fired or tbi motor, hopping out the car and walking off, while it continues dieseling for 15 secs.
That intro was great
I love your comparison of steel to aluminium in the crankshaft section. It was so well explained.
Another amazing video. I really enjoy your explanations and how detailed you get into topics. We all need more content like this. I live the old “watch this beast do a burnout” video but these technical videos that people are starting to make today are by far my favorite
Great video! It's so good to finally see someone correctly addressing exhaust velocity not back pressure. Subbed.
By far one of the best creators. Very informative without running on with sensless information. Very clear speaking and choosing words nicely. Ive always watched you on tiktok. But just found you today on youtube. Will be one of my forever shows to watch. Keep it up man
I understood most of these concepts prior to this video, but the visuals and the explanations are great to refresh. Quality content as always man, thank you
The voice, the music, the video is amazingly done. Thanks for the videos
Easily one of the best channels for enthusiasts. Thank you for all of your hard work.
Excellent video as always, this channel definitely needs a million+ subs. Easily one of the most clear and informative out there.
You have to get more consistent with posting videos more frequently. You do a great job, so this is something I truly do look forward to.
Great Video 337, each one outdoes the last. Can't wait for the next one!
These videos are excellent. I love the way you are able to take a complex subject and present it in a way most people could understand.
This man’s editing/production skills are incredible 😳. I don’t even know much about cars and this video made me want to
This guys voice is the Morgan Freedman of everything automotive I can’t get enough!
This man has a voice for Nascar.😮
High revving engines are my bread and butter. I love how you went in depth on how it’s done and how even the common folk could do it (which a considerable amount of cash of course)
One of the only creators I watch every video. These are hands down the best automotive videos out there. I remember seeing your clips on Tik Tok a couple years back.
i love "rapid unscheduled dismantling of the engine" and i'm going to say it a lot more now
Nice vid, before the V8 era BMWs P82 3.0 V10 ran to 19,200 on track and allegedly 20k on the dyno, they also use variable inlet length systems to optimise the torque curve at all RPMs, and the drive train is gear driven from the crank rather than using a belt, naturally aspirated F1 engines are an absolute work of art! I know the reasons for going turbo and hybrid etc but for me its a shame, I miss the raw noise of a proper high RPM V10
You can see the P82 on display from up close in Munich in BMW museum. It's a true work of art. I was totally amazed that I can even touch it ( they say it's not allowed but I couldn't care less ) :)
F1 v10 engine sound added so much to the overall enjoyment of the race.
The ideal bore to stroke ratio depends on the fuel you're using, different fuels burn at different speeds so getting a combo that favors each other is critical to make good power.
The reason pro stock engines have a lower bore/stroke ratio is not just because 'they don't need to survive as long'
True. But he’s got a good point.
I can't completely agree with that because ignition timing can be optimized for different fuel(s).
And I haven't kept up with the Pro Stock rules for several years but I remember they were RPM limited at one point = had to optimize they're engine combinations around that as well...
these animations are one of the best ive ever seen
I love these videos you break it down so easy to comprehend and I actually learn a lot like with your video on Gale Banks who I literally knew nothing about. Keep up the great work man love the videos!
You are on a completely different level to EVERYONE! thank you so much for your hard work and wish you all success in life ❤️
Never thought I'd learn so much!
You must not get out much do you ?
@@1BigDaDo Yup I don't! Do you?
Hey 337 speed. Just gotta say that I truly love your vids… you entertain so greatly and inform in such an easy way that it’s like watching a masterpiece. Because your videos are that. A masterpiece 🫶
Unexpectedly got the best explanation I’ve ever heard for torque v hp as a 10 second aside in this video.
Although the rotating mass is very important the friction is a huge challenge. My friend worked on these engines and no shell bearings were used in the rods, just coated surfaces.
When I read 20k rpms i figured you were reffering to the 90s 250cc 4 cylinder motorcycles. Which would be another great story. And while forced induction solves many problems you end up with more moving parts and weight.
Honda CBR250rr MC22
Wow, let's admire how much work does it take to make a video that spits so much knowledge per minute and the fact that it is available for free. The 2020's suck but at least there is still some good shit around
Fun fact: F1 V10 used variable intake trumpets at low rpms they were extended and at high they were shortened
I love watching your vids, i can sit there and just feed off all the information your provide, keep it up and never change!👍👍👍👍👍
You make a point at the end where you explain that going for high rpms isn’t worth it due to being able to make more power using forced induction ect, but I personally believe high rpm naturally aspirated engines are better to drive in my opinion and experience.
On a side note I would love to see a video covering WRC engines. They’re completely different from any other racing engine. Simply marvels of engineering.
Thats why i love engines like the s2000 engine and the high revving k20 engines found in civic si and rsx type s that can rev to 8600 rpm stock make over 100 hp per litre STOCK and when you turbo those engines you get an absolute monster thats on streetable because of the vtec system that only runs the high lift can at high speeds because otherwise it can barely idle.
@@repingers9777 couldn’t agree more. I wish Honda would make another high RPM motor, maybe even for a new gen S2K. A man can only dream tho
"high rpm engines" are generally terrible for normal driving... and the valvetrain components required to spin high rpms require frequent inspection, and don't last long. Not worth it, unless it's a "race car" and you like to spend money, imho
Still building my 10k + RPM, LY6. 2 YEARS later, crank is just laying there 😅
Holy crap i didn't know there where engines that did go this far in RPM, this video is a really good one about this subject, great detail and incredible illustration, thanks for this one mate.
The amount of detail and clear explanation in this is just 🙌🏿🙌🏿
When comparing F1 engines to NHRA Top fuel engines with respect to piston speeds, there is one other factor I didn't hear mentioned. F1 engines use gasoline, and Top fuel dragsters use nitromethane. Nitromethane has a slightly faster flame propagation speed than gasoline, and this allows for a higher piston velocity, since the piston can move faster before it outpaces the flame front.
The fact that an F1 engine makes all that power from just a slightly different blend of regular gasoline will never cease to amaze.
Nitromethane burns very slowly.
@@V8Lenny nitromethane burns faster than gasoline. Nitromethane burns about as fast as methanol, which is faster than ethanol, which is in turn faster than gasoline. Nitromethane has a laminar flame speed about 10% higher than isooctane (which is the standard for 100 octane gasoline).
@@shadowboy813 methanol is about 0.5 m/s , isooctane is about 0.45 m/s and nitromethane 0.35 m/s
@@V8Lenny nitromethane has a laminar flame speed of 0.5m/s
How do you make this awesome animations? Plus your graphic design is quite impressive.
Ahh I was waiting for F1 videos from you and I'm not disappointed always perfect quality you deserve more fame man!
this was a masterpiece!!! excellent job!!!! loved every minute of it!!
I'm a simple guy, I see a LS7, I hit like.
Great video as always, thoroughly enjoyed it 337! I was wondering, based off your amazing animation and storytelling skills, if you could do a "Seconds from disaster" style video, starting off from some real footage of a engine blowing up, and then based off the investigation of what went wrong to explain in great detail the last few miliseconds of the engine's life, kinda how they had that scene in Cernobyl when detailing hownit got to the reactor core exploding. Thanks!
Sounds like a great idea!
Could be okay for shorts, a few of them for a full video.
But actually besides that, there was a neon srt4 that blew right as they revved to who knows how much, I bet there's a simple reason behind it but nonetheles, it'd be great for a video
your videos dont get enough credit. This is the part of Cars/ Engines i love! the actual tech of whats going on
Man, I love these videos, so educational, so soothing with the music. Thanks for the upload.
Ever heard of the 90's 250cc inline 4 reaching 19.000 rpm ? The cbr mc22 and zxr250 do that, stock.(using a gear driven distribution for the cbr, but the zxr's distribution is chain driven). They officially did 45hp (180hp/L), but the cbr has been seen over 50hp (200 hp/L) on dynos
(I myself have a 250cc 4 banger, a gsx250s katana, reaching up to 16k rpm for 40hp (at 13.5k rpm))
Thank you for the video and the effort. Very interesting. If you really want to reach extremely high engine speeds, you have to use electric motors (100k-rpm possible). And people who miss the deafening noise of combustion engines can certainly add a sound generator.
This channel has stepped up so much in quality it's crazy.
Love these videos!!! Best narrator out for cars right now!!!!! 🔥🔥
The Shitsuma goes way faster
As always, great, very informative video! Thanks.
Another great example of a technical approach to breaking down speed. 👍🏾👍🏾
I’ve been waiting on another engine vid.. I’m hooked 🤣🤣
This is why older F1 cars sounded so much better. Also Honda, Kawasaki, Yamaha and Suzuki did this in the early 90s with 250cc bikes all going to around 20k RPM and running for years
Great work, really informative and well structured 🔥
Top notch brother. I appreciate the overtime you obviously put in to make these videos.
Gonna get ahead and say thanks for the content.
No nonsense straight to the point with an excellent delivery, visually and verbally.
I used to avoid this channel for some reason but this video specifically is getting my mental juices flowing. Thank you
Well done sir... well done. Keep em coming.
Y'all are the Absolute Kings of this regarding the Serious and Educated Enthusiast!! So many enthusiasts have no idea about the subject matter covered in this video; but for those of us that do, we greatly appreciate it! No one is Fucking with y'all, Salute!! 😎
The engineering knowledge in these videos is far beyond any other car channel on youtube.
Another superbly informative video, can't wait for the next one!
I'm still fascinated by the quality of your videos. Well done!
I just want to say that you have the absolute best engineering and enthusiast videos. I was wondering if you could make a video on variable valve lift and variable valve timing. if you could focus on variable valve lift the most that would be great. Thank you for all the amazing videos.
The 4 biggest things that allowed F1 cars to rev so high is 1: The engines have no fly wheels, so the engine was freely rev with out any drag on the engine. 2: the internal engine components are made as light as possible whilst maximising strength, like pistons made out of beryllium and titanium con-rods and sodium filled valves or ceramic valves. 3: The engine timing advance and hydraulic lifters on the heads and some other valve timing internals, tuned plenums and exhaust pressure management because the faster you can get rid of the spent exhaust gasses the faster you can get more fresh gases in the engine. 4: This one along with no heavy fly wheel is very important to the high revving F1 engine and that’s the short stroke piston, however todays engines because they are turbo charged (which is better than super charging because there’s no parasitic loss of power on the engine because it’s not driven off the crank shaft with belts and pulleys like a super charger is which saps power from the engine to drive the super charger and a turbo uses spent exhaust gases so there’s no loss of power from off the engine with turbo chargers so you get more power) going back to where I left off above - todays turbo charged F1 engines have a lower compression ratio due to turbo charging, so to try and off set this a little you need a longer piston stroke that allows more air and fuel for a turbo charged engine this bumps up the compression ratio a little but the longer stroke means the RPM is not as high. Whilst this is vastly simplified, I hope it gives someone a little bit of an idea or to understand the engineering that goes into F1 engines to make them so compact light and powerful from a V6 - 1.6 litre engine (62.9 Cubic Inches) that puts out 1,050 Horse Power. Crazy machines at the pinnacle of motorsport.
This was very informative. Thanks.
Outstanding explination,great ideas,useful information.
I can confidently say your videos are perfection
Absolutely fantastic work from this channel once again
What a great video. Thank you!!
Thank you for you're knowledge packed videos 🎉❤
Holy shit this is one of the best videos I've ever seen on youtube. Exceptional production values and the explanations were spot on.
The fact that you are using assetto corsa (or not lol) and this channel is pumping so much info how the internals of a car work, I can certainly say you earned a subscriber. Keep it up :)
Very well researched and interesting video. Thank You!
Plus on top of all that, high compression ratios like the Honda v10 at 13 to 1 and revving to 20k !
This was an amazing video. About to binge all your content lol
Just wanted to give you a shout-out. Your content is incredibly well done. I started watching with the supercharged mustang video.
Got I love his channel. Keep up the good work bro
This was fascinating and concise explanation of how these engines work
In your discussion on valve operation you didn't mention the positive opening and closing of valves (desmodromic operation) used with success by the early Mercedes Benz race cars and apparently still in use by Ducati.
"Rapid unscheduled dismantling of the engine, with the possibility of a connecting rod being sent to orbit" 😂 dead💀
Instantly subscribed. The videos produced are extremely high quality content
Another killer video, well done
Wow, Video well made, well researched and very well explained. Thanx a lot, you gys are an inspiration
These videos are awesome, I’ve learned so much on mechanical engineering in general that works for my ADHD brain. Thank you and never stop making videos like this
E=mc^2 is a good basic measure, seeing as there is a max energy output before it breaks. The mass needs to drop or the speed at which it runs at max rpm.
The quality if this video is INSANELY GOOD!
What a great explanation!
This was a really cool video, I’ve been curious about the f1 and motogp drivetrains for a little bit and this was a wonderful introduction to the base differences of what sets them apart. One thing I noticed that I don’t believe was mentioned that I learned in a Rob Dham vid, from what I understand, the drivetrain tolerances are so tight that you need to preheat the motor prior to firing it up, and if it sits for more than 6 months(?) it will need to be disassembled and gone through. The throttlebody/inlet is fascinating as it is brilliant, on his cosworth (bought them for around 16k$ used) essentially there are 2 banks where a channel is made prior to the intake side on the cylinderhead that’s essentially a tube cutting across before the injectors/valves, in it a machined cylinder with 4 channels running into the head for the bank ported to allow air through, as the whole cylinder rotates to either cut off or flow or WOT. Genious for the simplicity and reliability.