SHED RACING - Bugatti Type 35 Crankshafts Explained
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- Опубліковано 6 лип 2023
- Over the years Ivan has spent a long time finessing the 35B Bugatti. This video explains one of the reasons for his success in the ‘red Bugatti’ in the 1980s. This was partly thanks to the roller bearing crankshaft. In this video, he partly disassembles it and shows how it works and of course a bit of Ivan chat.
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A poor man in a shed like me is never going to be within a mile of a Bugatti, but I can't tell you how much I enjoy your knowledge and your stories. Cheers from the shed
If you desire a vehicle with a roller bearing crankshaft as a poor man purchase an old Jawa 350TS :)
i am fairly young and been home building my own engines for as long as i can remember ,.. my latest to date is my 1987 porsche 944 turbo where i have installed a lorry holset twin scroll turbo and built the entire exhaust and turbine system in my little work shed and on my back in single garage ,…. and i can’t tell you how much i absolutely love watching your amaizing videos and knowledge and stories - your fantastic and thankyou so much !
all the best
Daniel
That's a man that has forgotten more about cars and engines than most car guys have known in their lives, what a proper gent!
Well said and I agree completely
Just fabulous, who needs Top Gear/Grand Tour, give me Ivan and The Shed any day, cheers
A fascinating video by a naturally charismatic presenter, essential viewing for anyone remotely interested in vintage cars and engineering. First class!
I've long admired the outside of Bugattis - now I have an appreciation for the bits you can't see too :) Thanks Ivan!
That, was an utter revelation. The best workshop videp I’ve ever seen, fantastic…!!!
and the cute cat is guaranteed to boost ratings/subscribers. hehehe
That crank is a piece of art. It is almost a shame to hide it in an engine.
I thought it is an elegant bit! simple, solid, free for oil to flow and easily maintained each piece
Deserves a see through glass crankcase.
@@nudebaboon4874 maybe that was why the conrods of old kept putting in an appearance?
It's not often I learn so much in such a short amount of time
I love that that black cat loves you so much! 😂
You've got a natural way of explaining things Ivan.
Ivan, your experience and charm are irreplaceable! As an old mechanic, I thoroughly enjoyed this, thanks.
Well said
Thrifty, welding your socket wrench up. Very interesting as a child of the 50's now I know what a roller crank is.
'that strainer is only good for sparrows & big rocks' & 'get a proper hammer ' , nothing wrong with your accent Ivan ,you talk the same as me. What a beautiful crank , it should be on the mantle piece I reckon.
Super as always. MORE WORKSHOP CAT PLEASE! 🙂
What a great channel. I always wanted to know more about roller bearing crankshafts. You remind me of the college tutors who taught me how to wield a spanner.
Not surprised you had enough of working for Ed Hubbard, he wasn't an easy person to get on - met most of the characters you mentioned back then... Tim could drive that Bentley for sure, I went to many a VSCC event just to watch you and Tim race! Keep those videos coming please, yours is one of the best YT channels.
Fabulous monologue that any engineer would find enthralling.
The minute details and utter depth of knowledge left me spellbound with a huge grin on my face.
Ivan is a gem, the like of which we may never see again. ❤
Thank you so much for explaining how the Type 35 crankshaft works. I recall about 40 years ago, Rivers Fletcher trying to explain it to me at Prescott but I think he had lunched rather well, as I was more confused after the explanation than I was before.
And there, for any Americans watching, is the difference between a cotter pin and a split pin.
(Americans call split pins 'cotter pins').
Excellent video, your knowledge is encyclopaedic.
What do they call Cotter pins then ?
@@stevewilliams2498 that's a very good question. Some Google searching leads to endless links saying that Seppos call split pins Cotter pins, but I can't find what they call Cotter pins.
Just mention that they aren't much used these days, even on bicycle cranks.
Just more dumbing down of the language.
Nah, we still use them all the time on light airplanes. And car suspensions. But Cessnas are chock full of cotter pins. No idea what a cotter is though, or why it needs a pin.
Do you use the term "castellated nut? "
@ExceptionallyCleverUsername just castle nut usually. I'm far too familiar with one use case for them, which is holding the wheels on trailer axles.
@@nerd1000ify Yeah, "castle nut" is pretty common here too, but I think "castellated" is regarded as more correct.
Thanks for the lovely lesson on the crankshaft. A wonderful piece of engineering! Lovely cat by the way, so affectionate.
Marvellous, the time flys by when you watch one of Ivan's videos, fabulous content, no script, no rehearsal just Ivan telling it like it is - knockout.
Thanks, Ivan, this was fascinating. I first read about Bugatti’s roller cranks years ago, and this was the first opportunity I’ve had to see how they’re actually built. Lovely engineering, for sure.
I don’t own one but you have made me laugh with your tales which bring to mind stories from my mentors over the years. Wonderful to listen to you and watch brilliant fitting techniques!
Ivan Dutton, the "other" British national UA-cam treasure, (can anyone guess who's the other?), both are fine gentlemen. Love your interesting and informative videos on these beautifully engineered old machines, thank you Ivan and Tanya.
Allen Millyard
@@alanwinter3316 both in a "league of extraordinary gentlemen".
I thought Iain T? :)
@@lowbaritonewwj he's not old enough yet to be a NT, mind you he could make it!
@@alanwinter3316 I must be the only one who doesn't "get" Millard...I find his creations to be absolutely stupid but. , granted, he is a clever engineer. (BTW, he isn't still calling his Honda 6 a "replica" is he? Tribute is the word)
Absolutely fabulous! You're a national treasure Ivan!
Thank you, that was fascinating. I was really upset the VSCC banned the red car, it was fantastic to see a Type 35 being driven to the maximum. I was told of your theory of Morgan JAP breather valve timing by David Brown (who owns one of your Bugatti) this week as he was having a look at an engine we are building. Makes much more sense than the other ways of doing it. I'm. So pleased we have your UA-cam videos, it's a shame we dont have records of some of the other great engineers
Im a carpenter, so not my feiod of expertise, but i can appreciate a skill and a tradesman or craftsman i should say, qnd appreciate their knowledge and time served. I could sit on your shoulder all day and just watch you work and listen to your mind work and the storys. I thoroughly enjoy watching and you have a new sub from me. I now get what the youngsters are on about whrn they talk about asmr! This is mine! Thank you
Very interesting. It passed the Cat Scan so it'll be fine.
Need more like him teaching young ones how it's done
That was wonderful Ivan! every surface is ground & polished, no wonder it's 20k.
Nothing wrong with your accent mate, it's good to sound like where you are from. I appreciate your engineering experience too. I learnt from your video why Bugatti engines are so revered. Not to have to align the cranks by having cotter pins is a great advantage enabling the essential cleaning to be done easily. It do make a 3000 mile decoke a little more extensive! You are right about not feeding the bearings too much oil and making sure that it is matched to the temperature and surface speed over the rollers to prevent them from skidding. Inevitably, the rods will have a preponderance to run at one or other extreme of their end floats, but there appeared not to be any specific end bearing? Shimming an end preload on the crank to compensate for crankcase expansion would be necessary to prevent crank shuffle, as you say. Interestingly, any substantial crank end load from either the clutch operation, transmission, cam or supercharger drives would cause a rapid demise of the main bearing ball races and would necessitate a change in bearing design. Great video. Thank you.
I bought a lovely old X300 Jaguar from Michael Hope at Brineton Engineering, and sat in his Type 51 Bugatti just to take a few photographs. He was a true gentleman, and showed me around his workshops, where he made frony axles and other rare and expensive Bugatti parts. His wife gave my wife a lovely bunch of roses, and we still have the card attached to them which was written by her. Happy days, the car ended up in The Netherlands where we live.
A fascinating assembly and it's all hand assembled with cotter pins, so no machine pressing involved, so simple. What great engineering.
What a beautifully made crankshaft.
This is one content I've been waiting for in this channel, after knowing that Ivan is a well-known Bugatti restorer. This is just as good as being there in the workshops personally!
That crankshaft conglomeration may have cost $20k,but the knowledge about it you've shared is Priceless.>I've Never seen a 'multi-piece' crankshaft
The young people of today are going to miss all the enjoyment of something like this
Yea we will never be able to afford anything like this and many old people have no interest in sharing and mentoring young people.
What a massive Crankshaft ! i am Impressed ! i must say i am also impressed by the nice Gentlemen behind the Shaft , he seems to know his stuff very well!!
Lovely bit of kit is a $20,000 understatement. Amazing how it all comes apart like that. What a treat - thanks for the video. Looking forward to the next! Much respect from Texas
Love that old repaired Elora breaker bar, I use my grandads old record no23 vice that he brazed back together after snapping the jaw off 40+ years ago. Makes me think of him every time i see the repair.
Keep up the good work Ivan, you're a legend.
I know Tim Lewellyn well. What a bunch of characters you lot are.... 😂 Proper old school motorsport. Luv it.
Thank you Ivan, Tanya-and Tim for lending the crankshaft, etcetera. Excellent video, as always. I understand, from ‘The Secret Horsepower Race’ by Calum E. Douglas, that: Daimler Benz had significant bearing issues with their WW2 aircraft engines, after they had to change from roller bearings to shell bearings, due to material shortages and Hitler’s insistence that anti-aircraft artillery take priority over aircraft production, for strategic materials. If I recall Mr Douglas’s writings correctly, it is, in simplified terms, easier to maintain a reliable oil supply to roller bearings, than to shell bearings.
I love the fact that Tanya uses two cameras, at times, in order to obtain the best possible range of images. The Clerks of Works-the cat-is obviously keeping both of you in order😁! Cheers from NZ.
Roller bearings simply need less oil, very little in fact. That's also why you will find them in the crankcase of nearly every 2 stroke, running with nothing but a tiny drizzle of oil that is heavily diluted with petrol would destroy a plain bearing in no time. The few 2 strokes that use plain bearings have to use absurdly oily premix, something like 10:1 fuel to oil.
Every time Ivan says- "we just make our own", my heart sinks little. **Looks at set of basic hand tools and floor jack that makes up his "shop"**.
A great video Ivan, those cranks are a work of art.
Thank you, so refreshing to see analog engineering in this digital world. I have zero engineering prowess but this is extremely relaxing and satisfying to watch!
Thank you Ivan and the Shed Racing team, we enjoy all your videos but this episode is a masterpiece just like the Bugatti crankshaft.
Thank you for sharing your knowledge and I just wish you could have taught me when I was a young boy.
Thank you all once again. 👍👍
Thank you for taking crank apart to show exactly how it works.
I've done hundreds of roller bearing motorcycle cranks (1, 2 and 3 cylinder) all were pressed up.
The machining and precision grinding involved with that design is fantastic, a pressed up inline 8 would be a nightmare to true in a pressed up design.
The amount of work involved explained why roller cranks are no longer used (£20,000 is damn expensive)
I guess the oiling design is where Honda got the idea on the twin cylinder bikes of 1960's, they use just about the exact same system although no recommendation on cleaning (they also have centrifugal filer on end of crank before oil gallery) It obviously works well as bikes get revved to 12,500 or more in vintage racing and cranks don't fail, the cam bearings seize way before you have crank problems (oil pump only pushes 15psi)
I used to teach how to measure bearing clearance on roller cranks, specifically for older Harley Davidson's before they went to pressed up crankshafts in early 2000's, got quite good at drawing the big end 'section' for demonstration
A long time ago,Cars and Parts magazine had an interview with the guy who had actually designed the Duesenberg engine. Also roller bearing with an assembled crank. The rebuild on that engine,mid to late 70s,was spectacularly expensive. The guy said hey,we only expected perhaps 5 years for engine life. The fact they lasted as long as they did was a gift.
You look at WW11 Maybach tank crankshafts,they have huge roller bearings bigger than the crankshaft webs. That is a plan B,works well but with its own issues.
These things as Ivan says,really clever. A 1.5 litre engine,minimalist approach. Farmers kids in Molsheim,the employees doing the actual work under the direction of Ettore the erratic. Simple but precision with patience. You can teach farmers kids precision fits. The probably leather drive belt machine shop thundering away, blueprints then hand fitting each collection of parts to exact fit.
I look at the complexity,I look at the weight of the crankshaft,I look at the need for Ettore's use of an oil distribution device,plus all the details Ivan shows,it is understandable modern engineers have gone with simple.
This episode is brilliant to me. Myself,I only ever took a couple Suzuki motorcycle cranks apart,gave up on the idea of fixing the blasted labyrinth seal. Suzuki said they were not serviceable,I believed them. I look at this,I go wow,just wow.
Ivan calls it a lovely bit of kit. It is.
@@paulmanson253 Thank you for reply, it's very interesting to know some facts from the designer.
I didn't know the Maybach engines were a pressed up design, I've only worked on what is considered small to tiny engines and don't even know how to find information on engines I didn't know about. (if you don't know, you can't ask)
I still think £20,000 is damn expensive, it's why I can only afford 1970's motorcycles 😉
@@1crazypj I am not certain Maybachs were pressed cranks. Given the torque load, probably not. But they did use roller bearings. Massive things. Looking at oh,a V8 auto crankshaft,vs there is some YT footage of Maybach rebuild,you can really see why plain bearings with full pressure oiling remain an industry standby,hard to beat. I remember a design engineer writing,he said don't be afraid to go with complex,but only after every straightforward approach needs to be discarded for some reason. Years ago a friend had a Suzuki water buffalo 2 stroke bike. If memory serves,the outer bearings were roller,and heavy wear,flex and Brinelling were a regular cause of winter rebuild of the engine. He persisted with that thing for years. How much extra power or higher rpm was a result of the roller bearing choice,no idea, but he sure put a lot of maintenance into the thing. You pays yer money and you takes yer choice.
And I still think that Type 35 crank is a work of art.
That is top drawer stuff alright. No mass production there. Keep up the good work my favourite UA-camr. Respect, Alan from Northern Ireland
Wonderful to hear the behind the scenes story that goes with it. Many thanks.
I worked for a Boss over fifty five years ago who had a type 35 Bugatti. He bought in the early 1950's using the money his Father had given him as a deposit to buy his first house. Seller was a Farmer who had it in a barn with the chickens nesting in it. During the subsequent rebuild he discovered that the main bearings were tapered spherical roller bearings. Completely unobtainable. As the Company we worked for was one of SKF's major Customers he asked them nicely if they could make some especially for him, which they did. At the time that car was kept in a museum down in Devon. The AA magazine did an article on the type 35 Bugattis and stated the current value was something like 1.25 million pounds. Boss nearly died when we showed him that article. Said he couldn't afford the insurance.
YAY! A genuine bloke who knows what a damn cotter pin is and it's not a bloody split pin!!! The internet is to blame for a loss of misnaming.
You Brits are so good at this. On my only visit to Beaulieu in 2000 there was a one-armed gent who made the most wonderful parts for vintage Bentley's.
I spent 7 years machining race, vintage and small batch cranks from billet.
That roller bearing crank is a thing of great beauty.
I'm a big fan of Leo Gossens engine designs for Harry Miller.
P.S. a proper Toolmaker wouldn't have missed those rads out 😉
Now, that is a great video. Exactly what I certainly enjoy watching. Set up in the workshop, talking with passion in a level of detail that both engineers and people who are interested would find fascinating. Love the down to earth no nonsense narrative, more like that please Ivan and Tanya.
I have zero experience with roller bearing cranks and I can't get my head around that fact that the cotter pin assembly is strong enough to hold everything together at high revs. Regarding the lack of a torque figure for the cotter nuts, this would seem like an ideal situation to tighten them by bolt (cotter) stretch. Fascinating.
I have a 1975 bevel drive Ducati desmodromic which has needle roller big ends, and that has to run on old fashioned straight SAE 50 non detergent oil. Never thought it had anything in common with a Bugatti! Great video, thanks.
Real engineering, Real engineer, Really interesting Gentleman. Would enjoy a video showing his workshop, what is that big item behind him often.
Really cool, the accent sounds appropriate for old racing talk.
A beautiful piece of work Ivan, thanks for explaining it so well and for the wonderful stories which accompany each video.
Best wishes, Dean.
A fascinating vid, it has to be said that their is not a great deal of Bugatti technical info on U Tube. I am also interested to hear the old racing and motor trade stories!
Mr Conway, lovely man indeed, he was asked to design the old 50p so it would go through machines without sticking! Fantastic vid, so interesting!!
Fantastic knowledge....brilliant 40 minutes well spent.
Great advice. I’ve always struggled with those cotter pins.
Olde Git engineering for Olde Gits! I'm a slightly younger Olde Git, however the lessons learned with Ivan and John are truly priceless. I love this channel. It keeps on enspiring me to keep on going. Thanks for the support Ivan. The bacon sandwiches are on me. Best wishes from the Forest of Blackness. Mike.
It would be hard to say any more than has already been said.I wish everyone understood the rare opportunities you offer in seeing such unique content in your videos! I wish I lived closer to you and the shed. I would love to see these projects live. Thanks for taking your time to provide us with the knowledge and entertainment in your videos. Such a rare opportunity.
Outstanding insight into the design of a Bugatti engine combined with your intimate knowledge of mods and upgrades - huge thanks for sharing !
That was an absolute treat! Many thanks for taking the time to explain that crank.
Thanks again Ivan (and Tanya) for another great video. So interesting and gives a real appreciation for your skill and for those who designed and built them origionally.
Fabulously interesting video Ivan , I could listen to you all day , thank you for imparting a lifetime of wisdom on a beautiful piece of engineering - you should have at least 100k subs !.
Ivan. Simply a National Treasure, thank you. Br Peter
Thanks Ivan for the tutorial on taking the crank to pieces . I'll be out on the kerbside early tomorrow morning giving the old gal the once over .😁
What a neat, well organised workshop.
What a wonderful video. That crankshaft is amazing but Ivan is the real treasure. Too bad guys like him are becoming fewer by the day. Thanks for the stories and answers.
Absolutely fascinating! I've been a Bugatti enthusiast for as long as I can remember but never had or likely to have the means to buy one, so this has been a wonderful experience! I did know about the way the crank was built up but not all the nuances as revealed here. In particular I found the lubrication explanation marvelous! Makes you wonder how Ettore devised it. So, more on Bugatti please😊
Brilliant video, well shot and narrated. Another mystery solved. Some,Aero engines also use that system.
True enough, regarding very large aircraft engines such as the Pratt & Whitney R-4360 ( cu. In). Radial engine. They were designed and built like a fine watch on steroids and were capable of producing 3500 hp hour after hour at 2450 RPM at a gross weight around 60 tons.
Hello, may I please suggest a quick follow up video, to explain how the central bearing is assembled? Thank you and congratulations for your videos!
The "engine man with a speedway background" Ivan mentions is Tony Baker.
A beautiful piece of engineering explained beautifuly well done Ivan
So interesting. You obviously have a wealth of knowledge.
Great stuff as always. I especially love the stories! Cheers from Canada...
Simply.... Beautiful.... Engineering *
Thank you for showing this, great! So different to the regular VW motor 🙂
What a beautiful piece of engineering type 35 fabulous
Obviously 🙃🙂. Thank you, Ivan. I'll never get to work on such a piece of machinery, but this was immensely interesting.
Amazing Ivan! I'd always wondered about Bugatti Crankshafts and them roller bearings ... fantastic to see all this! Oh yes love that cat!!!!!
What a beautiful piece of engineering!
One of your most interesting videos to date (and that's saying something!)
I love how Bugatti thought around the short comings of the day. Bad oil = needle roller bearings. Bad filter = centrifugal separator using the crank. Brilliant. It's always a joy to disassemble something and to try and get into the mind of the designer.
The early BMW boxer twins, pre early 70s, used this same oil spray into a crankshaft attached annular ring for lubricating the crank bearings. It likewise was susceptible to an accumulation of crud in the annular ring which would eventually lead to failure of the bottom end. Cleaning the ring or checking the ring for crud build up also likewise requires tearing the engine down.
This is something to keep in mind if owning or purchasing a classic BMW motorcycle.
Sounds like these need regular dosing with Marvel Mystery Oil?
Haha, the filter "takes out sparrows and bricks".
We used the say the oil filter in the Triumph Bonneville frame was only good for taking out albatrosses and half bricks.
Fantastic ! Thanks 🙏🏽 for such a fantastic video Ivan. You have demystified the Bugatti roller bearings crankshaft. I have one of these in a type 55 car being rebuilt at this time.
He gave that crank some proper whacks indeed !!
Brilliant story.. Excellent tutorial. Love this channel!
Brilliant video Ivan. So interesting and learnt much about the 35 engine in those 45 minutes even though I've got one of your non roller cranks in my one...
Impressive machining
What beautiful engineering, thanks for showing us, what a treat.
BIG SHOUT OUT TO PAUL SMITH . A PROPER ENGINEER. IF PAUL MAKES IT IT WILL BE RIGHT . BEAUTIFUL WORK BOYS . AND VEREY INFORMATIVE. THANKS BOYS .
Thank you for sharing priceless knowledge. Appreciated more then you can know. Best wishes all involved.
Thankyou for sharing this wisdom from days gone by. Brilliant stuff !
Brilliant video, would you be able to do a series on the entire engine please Ivan? I've always loved the look of Bugatti engines but never seen inside one.