I appreciate that you are paying the interviewer a compliment Wyatt but please don't think Mr Interviewer has anything like the vast wealth of knowledge that Mr Mountain has amassed in his career..
He's certainly honed his interviewing craft over the years eh! Cheers for the comment and thanks to people like David for making it happen as well, they're just as important and give up their time and knowledge too for us all - Taz.
Exactly, one has to be very familiar with the subject to know what questions to ask to best use the interview time and inform the viewers - sadly, many lack Andre's ability for this.
I think we tried Prodrive this trip but things didn't line up, however, we will be back. The UK has some awesome places and people to visit and interview, and conveniently it's not that big to make things like this Mountune trip to chat to David happen during events like Goodwood =) - Taz.
Another awesome interview Andre. There's always something in these tech interviews that sparks the mind into translating it for our own applications. Be it the head clamping, or the anti-lag, or the various technologies, there is always something that makes you learn. 👍
Too many topics to know what to put in the description that's for sure. I didn't even get a chance to mention the head clamping chat in this one haha. Glad you're enjoying the content mate and cheers for the comment. More PRI and SEMA stuff coming up soon - Taz.
@@hpa101 I think 3600PSI was a good title Taz. No clickbait either. 🤘 Today's episode got me thinking all about turbo spool vs exhaust back pressure and how I can reduce it for Crustida. It's the theory and the application of that theory that keeps my brain ticking and double, triple checking to make sure when I apply it, it's right the first time and I don't need to deal with the same issues that have been experienced by so many other people in the past. As the saying goes, history only repeats itself if you're not willing to learn and I'd rather use the people who have tried and failed before me as the guide to do it right rather than cause my own failures with lack of knowledge. 🤔
MafiaboysWorld I saw an excellent video by Richard Holdner recently comparing the same turbo on different sized engines, say a 4.8l vs 6.0l and it was back pressure related.
Wow, this really opened my eyes to how rally type anti lag works. I've seen diagrams and had people explain it, but this just made it clear. Good questions, very knowledgeable. Killed it as always.
Andre, I feel there‘s gotta be a mind connection here. Sitting here with my girlfriend and was like said out loud how I didn‘t know what he was meaning with „Push.“ And what do ya know, not even a beat skipped and you pick that out and review it. Boom. I was literally just saying to her how you ALWAYS are able to pull out what your audience does not vs what they may not. So I just looked over at here ...and said...“see“ haha. I have always really appreciated these deep dives and exposure, and technical coverage of Motorsports that I just cant‘t find anywhere else. Continually impressed by you and the channels professionalism, interaction with your audience, and your willingness to share this even though its a rather niche market interested in this. But, love it. Thank you for all you and your teams work.
What a spectacular interview, great job Andre and I think a special thank you is in order for David who was very open, generous and direct in the way he shared his knowledge.
Damn UA-cam. Found another interesting channel, now another day gone due to binge-watching. My car isn't going to fix itself. But it's great to listen to people who understand what they're talking about. Oh look, there's a video on block design by Mountune...
To clarify, when people say the 'bolt' has settled, or whatever, aren't they really referring to the gasket? As the gentleman said, sometimes more is less, when it comes to bolts, or studs, and head sealing. If you have the chance, could you perhaps ask them about their preference for full diameter Vs reduced diameter shanks? If they're made of the same material, and equally torqued (tensile loading), one would expect the same nominal clamping force but with the reduced shank having less sensitivity to head/gasket/ thread expansion and contraction? The other thing is the diameter of the load bearing washer under the fastner head - I have seen even 'stock' applications showing an impression of the washer, which would suggest it is sinking into the head and reducing the tension on the fastner, in cases where the washer is little larger than the head - any thoughts on using larger diameter hardened ones to reduce this sinking, spot faced as required on the head?
Great interview once again Andre. Top notch. Would I be correct in saying that this antilag you explained is the reason we hear excessive "crackle" on deceleration when watching these rally cars? It's the antilag maintaining turbo speed?
They use two injector system, second injector spray more higher pressure fuel in manifold and ecu can timing it sequential, that just provide better fuel/air mixture and produce more torque. Duratec is great power unit! This engine can beat mighty Millington natural aspiration assembly same cubic capacity.
Cheers for the encouraging comment mate, we've been really lucky over the last few years finding people like David who are happy to share their time and knowledge and we have plenty in the pipeline yet for you =D - Taz.
Forgot, with the comment about the plenum, check out 0:20 - how the charge is introduced to the plenum from below, along the full length of the plenum. It give a more even flow of pressurised air to all the intakes. It looks bespoke, but companies like Jevney have a line of similarly designed plenums.
Would a discrete burner between the compressor and turbine, with fuel injection and ignition, be permitted to supply the turbine for anti-lag? Great interview! Thank you.
-very hard to control coolant flow -hard to achieve head ports that flow well -mains have to be really far apart in order to install pistons, or mains need to be modular
House of Boost still the Offenhauser is one of the most used engines, with most wins in indy 500. The last variant, 2.65 liter turbo, produced 770 hp. Surely with modern technology one could make an even better design? For instance, regarding cooling. One could have the water jacket go around the head uninterrupted and thus have better cooling. Just speculating of course.
great interviewer.It would be nice if all of them would do their job in the field they are educated in(or lerned other ways) guy asking the questions should know whats goin on
I remember seeing Dave Mountain being continually referenced by another David, David Vizard. All you A-series tuners know where i'm at :) well the older ones anyway...
Awesome interview. Still confused about the fresh air anti lag. It pumps air into the exhaust manifold. Fuel gets injected in the exhaust stroke. So what provides ignition. The combustion camber doesn’t have air so I assume the spark plugs won’t be able to ignite it a very very rich state.
Always makes me wonder why integrated block/head single cast or billet solutions havnt become mainstream especially after they were experimented with in F1 decades ago.
That's really cool stuff. Could someone take an Audi or whatever and switch between a rally/high boost type tune and switch back to a more oe tune if the proper equipment was applied? Like a serious weekend warrior?
How do they putting fresh air into exhaus manifold ? Could you give us a some example how this kind of anti lag system works in details?. What kind of managment is used in those systems?
Random fact: Mountune has also been the sole engine supplier to BAC for it's Mono R. It's had that position since at least 2019. Now let's go and shove one of those enormous turbos into the W16 engine of a Bugatti Chiron 😂😂😅😅😱😱😱
This usually happens through the heat of the exhaust headers' metal leading to detonation or extremely retarded ignition timing, sparking the air fuel mixture at the end of the exhaust stroke
@@hpa101 Do it Ben, peer pressure his butt. Do it, do it, do it, DOOOO IIIIIIIIT!!!! 😈 DOCILE brings back some very good memories of NZ killing the drag scene. That, MGAWOT, Heat Treatments R32, all just evil and fast as hell! 👍
Mazda SkyActiv race engine have also 250 bar cylinder pressure, engine runs a relatively low 14:1 compression ratio, Bosch fuel injection system operates with 30000 psi. Twin compound turbos from Garrett provide up to 70 pound of boost, charge is cooled through a pair air to air coolers. Nothing aluminum alloys pistons not can`t hold up this load. Inside liners is steel pistons This set up work well without problems.
where do one buy this amtilag? CAnt wait to show evrybody that Im the best in my gang....im peacefull gangster, we are against bullies... shoutout to Z-N8TION WHere does one mount the amtilag?! per each tyre? IDK???HELP PLS!!!
It feels like you could do these by yourself haha set a mic stand up and ask the question on one side, step to the other side and answer it yourself. You need to come back to wellies and start stm up again, get a decent tuner shop around here.
Camless technology is a step forward i think freevalve no need for throttle body direct injection or a wastegate with individual valve ports would be able to run one valve port of each cylinder to bypass the turbine then tap back in after dump pipe and make the computer control the turbo speed 🙄
Hi! You guys are awesome, and I mean this in the nicest way: Dave looks like a koala, and you look like a hemsworth! Wtf? Australians are SO Australian!
People complain when it's in bar, people complain about psi, but either way if you watch the interview it is relevant which is the point of a title - Taz
How so? The topic in the title is specifically discussed and relevant to cylinder-head sealing high boost at low RPMs. I do try and get numbers in there as they make titles more engaging, but they are always relevant - Taz.
He's probably the best interviewer I've ever seen.
It's nice when the person asking the questions knows as much as the guy answering.
I appreciate that you are paying the interviewer a compliment Wyatt but please don't think Mr Interviewer has anything like the vast wealth of knowledge that Mr Mountain has amassed in his career..
The best motorsport interviews bar none. Andre’s knowledge is exceptional
He's certainly honed his interviewing craft over the years eh! Cheers for the comment and thanks to people like David for making it happen as well, they're just as important and give up their time and knowledge too for us all - Taz.
Exactly, one has to be very familiar with the subject to know what questions to ask to best use the interview time and inform the viewers - sadly, many lack Andre's ability for this.
My new fav channel. Love the way he asks intelligent questions then actually listens.
Fantastic. David knows his stuff and provides a great interview. Maybe you can find others like him? Prodrive maybe?
I think we tried Prodrive this trip but things didn't line up, however, we will be back. The UK has some awesome places and people to visit and interview, and conveniently it's not that big to make things like this Mountune trip to chat to David happen during events like Goodwood =) - Taz.
Another awesome interview Andre. There's always something in these tech interviews that sparks the mind into translating it for our own applications. Be it the head clamping, or the anti-lag, or the various technologies, there is always something that makes you learn. 👍
Too many topics to know what to put in the description that's for sure. I didn't even get a chance to mention the head clamping chat in this one haha. Glad you're enjoying the content mate and cheers for the comment. More PRI and SEMA stuff coming up soon - Taz.
@@hpa101 I think 3600PSI was a good title Taz. No clickbait either. 🤘 Today's episode got me thinking all about turbo spool vs exhaust back pressure and how I can reduce it for Crustida.
It's the theory and the application of that theory that keeps my brain ticking and double, triple checking to make sure when I apply it, it's right the first time and I don't need to deal with the same issues that have been experienced by so many other people in the past.
As the saying goes, history only repeats itself if you're not willing to learn and I'd rather use the people who have tried and failed before me as the guide to do it right rather than cause my own failures with lack of knowledge. 🤔
MafiaboysWorld I saw an excellent video by Richard Holdner recently comparing the same turbo on different sized engines, say a 4.8l vs 6.0l and it was back pressure related.
@@AlistairLattimore I watched it about 2 weeks ago. 👍 Good to see another Holdener fan.
MafiaboysWorld I always learn something on this channel, Andre is a smart man and Holdener goes alright too👍
Two very clever engineers having an in-depth discussion about building race engines. Sooo good 👌
The interviewer understands motorsports and cars, and doesn't miss a thing the interviewee says. Makes for a Very stellar video!
Always love listening to David from Mountune. Great interview as always 🙌
The amount of knowledge being flung back and forth then dumbed down for us laymen out there is strictly amazing 👏 🥸🤙🏁
Gentlemen’s interjection to elaborate details done too a T.
Love your work.
Wow, this really opened my eyes to how rally type anti lag works. I've seen diagrams and had people explain it, but this just made it clear. Good questions, very knowledgeable. Killed it as always.
Andre, I feel there‘s gotta be a mind connection here. Sitting here with my girlfriend and was like said out loud how I didn‘t know what he was meaning with „Push.“ And what do ya know, not even a beat skipped and you pick that out and review it. Boom. I was literally just saying to her how you ALWAYS are able to pull out what your audience does not vs what they may not. So I just looked over at here ...and said...“see“ haha. I have always really appreciated these deep dives and exposure, and technical coverage of Motorsports that I just cant‘t find anywhere else. Continually impressed by you and the channels professionalism, interaction with your audience, and your willingness to share this even though its a rather niche market interested in this. But, love it. Thank you for all you and your teams work.
Thanks a lot Tyler. Really appreciate your support. :)
I had the exact same experience. Andre is sharp as a tack.
too right. Andre treats his interviewees,subject and audience with respect. and that is praiseworthy and notable. definitely a fan.
Your girlfriend takes an interest in this? Promote that woman up the ranks mate!
What a spectacular interview, great job Andre and I think a special thank you is in order for David who was very open, generous and direct in the way he shared his knowledge.
Perhaps the best educational motorsports channel on youtube. Great video!
You’re an amazing interviewer. I learn so much watching your content. Please keep it going.
Damn UA-cam. Found another interesting channel, now another day gone due to binge-watching. My car isn't going to fix itself. But it's great to listen to people who understand what they're talking about. Oh look, there's a video on block design by Mountune...
Awesome interview. So much knowledge, thanks Andre and David.
another excellent interview. thanks Andre and David.
Very nice Andre! Great interview and proper info!
Welcome to essex HP, and Dave you have a fantastic set up there with a great team, keep up the good work, very knowledgable team.
That was awesome.... I’ll say it again, I love your interviewing style! 🤜🏼🤛🏼🇦🇺😎🍀
Great interview as always.
More of these videos please! Absolutely top content 👌
Glad you enjoyed it mate, thanks for the comment, support, and warm fuzzy feelings haha. We have heaps more on the way =D - Taz.
Amazing interview both guys!!! 👍🏼
Awesome information. Thanks for sharing
Thanks for watching Carl. Glad you enjoyed it :) - Taz.
To clarify, when people say the 'bolt' has settled, or whatever, aren't they really referring to the gasket?
As the gentleman said, sometimes more is less, when it comes to bolts, or studs, and head sealing.
If you have the chance, could you perhaps ask them about their preference for full diameter Vs reduced diameter shanks? If they're made of the same material, and equally torqued (tensile loading), one would expect the same nominal clamping force but with the reduced shank having less sensitivity to head/gasket/ thread expansion and contraction?
The other thing is the diameter of the load bearing washer under the fastner head - I have seen even 'stock' applications showing an impression of the washer, which would suggest it is sinking into the head and reducing the tension on the fastner, in cases where the washer is little larger than the head - any thoughts on using larger diameter hardened ones to reduce this sinking, spot faced as required on the head?
Why isn't this channel more popular? These interviews show insight like no other. Especially from specialist shops like Mountune. Love it HPA!!
I've wondered the same thing since I found it....... but part of me thinks that guy's don't share it because it's like a old speed secret 😂
What an interview, what a channel! Omg 👍😳
Good interview. Great content.
Great interview
Awesome interview guys
David Mountain, what a legend!
Thanks Andre! Very interesting!
This was fantastic, thank you!
Great interview once again Andre. Top notch. Would I be correct in saying that this antilag you explained is the reason we hear excessive "crackle" on deceleration when watching these rally cars? It's the antilag maintaining turbo speed?
Yes it is
Never thought one of the benefits of direct injection would be a far more efficient anti lag system!
They use two injector system, second injector spray more higher pressure fuel in manifold and ecu can timing it sequential, that just provide better fuel/air mixture and produce more torque. Duratec is great power unit! This engine can beat mighty Millington natural aspiration assembly same cubic capacity.
II'm really becoming a fan of your channel. I appreciate the fesh content.
Cheers for the encouraging comment mate, we've been really lucky over the last few years finding people like David who are happy to share their time and knowledge and we have plenty in the pipeline yet for you =D - Taz.
Forgot, with the comment about the plenum, check out 0:20 - how the charge is introduced to the plenum from below, along the full length of the plenum. It give a more even flow of pressurised air to all the intakes.
It looks bespoke, but companies like Jevney have a line of similarly designed plenums.
Excellent interviewer
Would a discrete burner between the compressor and turbine, with fuel injection and ignition, be permitted to supply the turbine for anti-lag? Great interview! Thank you.
Very interesting as usual.
Why not use a monobloc like the offenhauser?
-very hard to control coolant flow
-hard to achieve head ports that flow well
-mains have to be really far apart in order to install pistons, or mains need to be modular
House of Boost still the Offenhauser is one of the most used engines, with most wins in indy 500.
The last variant, 2.65 liter turbo, produced 770 hp.
Surely with modern technology one could make an even better design?
For instance, regarding cooling. One could have the water jacket go around the head uninterrupted and thus have better cooling.
Just speculating of course.
great interviewer.It would be nice if all of them would do their job in the field they are educated in(or lerned other ways)
guy asking the questions should know whats goin on
David is a legend!
I remember seeing Dave Mountain being continually referenced by another David, David Vizard. All you A-series tuners know where i'm at :) well the older ones anyway...
Awesome interview.
Still confused about the fresh air anti lag.
It pumps air into the exhaust manifold. Fuel gets injected in the exhaust stroke. So what provides ignition. The combustion camber doesn’t have air so I assume the spark plugs won’t be able to ignite it a very very rich state.
Midgetbar maid the spark plugs won’t fire, the heat of the exhaust manifold will ignite the fuel
Always makes me wonder why integrated block/head single cast or billet solutions havnt become mainstream especially after they were experimented with in F1 decades ago.
why don't they just "skirt" the top of the engine block and have side bolts into the head, like the bottom end?
That's really cool stuff. Could someone take an Audi or whatever and switch between a rally/high boost type tune and switch back to a more oe tune if the proper equipment was applied? Like a serious weekend warrior?
Sure, you basically take a purpose built racing engine and detune it for daily driver duty. It really wouldn't be a great idea.
So good.👌
How do they putting fresh air into exhaus manifold ? Could you give us a some example how this kind of anti lag system works in details?. What kind of managment is used in those systems?
Watch the Last Video called Als+releases. He explain everything in that Video.
@@shredthetrack6858 thanks !
Great listening
Cheers Ken! Glad you enjoyed the interview, David is a fountain of knowledge - Taz.
Haven't Montune also made a engine for Caterham (super7) also.
Random fact: Mountune has also been the sole engine supplier to BAC for it's Mono R. It's had that position since at least 2019.
Now let's go and shove one of those enormous turbos into the W16 engine of a Bugatti Chiron 😂😂😅😅😱😱😱
how they ignite the fuel mixture in the exhaust manifold during the anti lag mode ?
Did a video about that already look . Look at their other videos
This usually happens through the heat of the exhaust headers' metal leading to detonation or extremely retarded ignition timing, sparking the air fuel mixture at the end of the exhaust stroke
The flame doesn't go out in the cylinder. If you chop the exhaust off in line with the front seats, you'll still get flames coming out.
Why port throttle needs to be on cable???
It is so intresting😁😁
Why not build an integral cylinderhead- engine block and then change the assembly and machining techniques.. Has this ever been done
Yes sir, I believe you're thinking of a monobloc, check out this video here: ua-cam.com/video/rEfNblc3UnM/v-deo.html - Taz.
Andre what ever happened to the evo?
DOCILE is around the corner at Highlands Motorsport Park for now, but Ben is trying to peer pressure Andre into dusting it off =D - Taz.
@@hpa101 Do it Ben, peer pressure his butt. Do it, do it, do it, DOOOO IIIIIIIIT!!!! 😈
DOCILE brings back some very good memories of NZ killing the drag scene. That, MGAWOT, Heat Treatments R32, all just evil and fast as hell! 👍
Mazda SkyActiv race engine have also 250 bar cylinder pressure, engine runs a relatively low 14:1 compression ratio, Bosch fuel injection system operates with 30000 psi. Twin compound turbos from Garrett provide up to 70 pound of boost, charge is cooled through a pair air to air coolers. Nothing aluminum alloys pistons not can`t hold up this load. Inside liners is steel pistons This set up work well without problems.
where do one buy this amtilag? CAnt wait to show evrybody that Im the best in my gang....im peacefull gangster, we are against bullies...
shoutout to Z-N8TION
WHere does one mount the amtilag?! per each tyre? IDK???HELP PLS!!!
"these engines are *only* 600bhp... Not that difficult..."
Me with my homebuilt 400 bhp engine: 😭
I have to watch all of these, then drive home in a 100HP (on a good day) MX5. I feel your pain bro 😂 - Taz.
It feels like you could do these by yourself haha set a mic stand up and ask the question on one side, step to the other side and answer it yourself.
You need to come back to wellies and start stm up again, get a decent tuner shop around here.
Camless technology is a step forward i think freevalve no need for throttle body direct injection or a wastegate with individual valve ports would be able to run one valve port of each cylinder to bypass the turbine then tap back in after dump pipe and make the computer control the turbo speed 🙄
Response time may be problematic on Freevalve, limiting the maximum engine speed. Throttle response should be fine though.
Hi! You guys are awesome, and I mean this in the nicest way: Dave looks like a koala, and you look like a hemsworth! Wtf? Australians are SO Australian!
Ahhh. Dave is English and Andre is from New Zealand.
@@GetUpFalcon ha! Even funnier! Man, was I high.
Bro literally made his turbo a jet engine😂
3600 psi.... what kind of academy are you
People complain when it's in bar, people complain about psi, but either way if you watch the interview it is relevant which is the point of a title - Taz
5:20 Ringtone: Sandstorm
😂
My solution would be to add bucket loads of JB Weld or a similar substance.
Clickbait much?
How so? The topic in the title is specifically discussed and relevant to cylinder-head sealing high boost at low RPMs. I do try and get numbers in there as they make titles more engaging, but they are always relevant - Taz.