These two presenters are absolute pro's. The way they discuss the technical topics seemingly without cuts in their dialogue and seemingly not reading from a teleprompter with zero mistakes is impressive to say the least.
@@Samsthings Both my wife and myself love your show Sam, I'm really impressed by your knowledge and your obvious enthusiasm about the technical stuff. Just overall impressed by your presentation skills. You make it look easy but I know it is not.
@@liamburgess5029 of course it is somewhat scripted. No one in in the world could be this smooth and have such a compact and information packed conversation without preplanning it first.
Now this is why I'm interested in F1, not the guys driving the cars, although obviously the drivers competition is interesting too, but the technology is beyond incredible. I could watch this type of content all day every day! Give me more of this please, and I don't often ask for much, but this, I'll pay for!
I love this info! These segments are great! I would say, that most road cars are around 10:1 petrol compression ratio and 16:1 - 19-1 diesel compression ratio. So a 18:1 compression ratio for a petrol engine is just bonkers!
@@mbarbe007 maybe he means turbos. Turbos don't have very high compression ratios because of the air pressure. But 18:1 is very nearly the same as what modern diesels run at Insane
I was never too interested in the really techy stuff of F1 until we got these two together. Two completely diff individuals with great chemistry between them. I'm going to enjoy watching them teach us about the new cars next year as the teams develop them
I work for a diesel injector test equipment manufacture in the UK, and commerical vehicle tech is actually amazing bits of kit, the engines and systems are efficient and have long service lifes.
@@marjoh669 Yes, they did it for very little cost after GM proposed that it would be impossible for them to do without fully redesigning their engine architecture.
I thought it wasn't that far off, but after verifying, the lowest compression ratio I could find for a car in the last 20 years was the fq-400 at 8.5. I wonder where he took that number from
@@leoa4c Hard to think of any cars you might find on the road with that low of a ratio. Even the early Saab and Porsche turbos had higher CRs. 1200 VW Beetles are the only car I can think of.
When Sam talks about the forces causing deformation... it's wild. I witnessed a motor blow in a friend's race car where the piston rod twisted and pulled apart. Didn't make you think of a piece of solid steel or aluminum.
Maybe mercedes is testing new engine parts in Bottas’ car for «reliability reasons», then when they figure out a version with more power Luis gets one too?
It's no so different no. The materials are better, and if you had a set you would see the match much more closely, the tolerances are far higher. But no they don't look all that different in singles.
2.5 TONS.... goodness, that really illustrate the immense force in those engines. Now I do understand why those engines are so expensive and can shred a tire in a single lap.
agreed - if you had that piston & rod given to you, you'd want to display it in your house as art - well I would. Just like a gas turbine's bladed rotor - beautiful to enjoy with your eyes!
18:1 was what it was limited to, meaning some teams clearly were higher. My 1985 F350 diesel is 22.5:1 compression (it's naturally aspirated so it's a bit higher than a lot of turbo diesels out there) so he's not that far off on at least the diesel comparison.
That's in normally aspirated engines. The Ferrari 458 Speciale reached 14:1. But turbos don't go anywhere near that. 18:1 in a turbo petrol is just insane. It is actually very similar to most turbo diesels. Plus, you also need to remember that going from 12:1 to 18:1 is a 50% increase. That is a BIG difference
7:1 for a road car? Cars haven't been that low since the 80s when turbocharged cars were first getting popular. 9:1 is about the lowest you'll see and 13:1 is about the highest
F1 cars for everyone in the world: pinnacle of motorsport, most sophisticated race cars in the Universe F1 cars for these two guys: basically a glorified diesel trucks
Seems like something that's worthwhile in today's cars. E85 with direct injection can probably run 18:1 for a daily driver. Mazda already runs 14:1 with 87 octane. If it's really that high efficiency, seems worth it.
Future Tech Talk episode on DRS? Some of the big points would be DRS failures leading to the wing being stuck open, and how that affects the performance of the car. Seeing as we will be loosing that with the start of the next season, it would be great to learn a bit about it before it's gone.
You should had asked AER for a F1 turbo V6 piston, they had a single cilinder testbed for some manufacturer...and used their tech to get their lates LeMans V6 engine.
The problem I have with these Tech Talks is that every time they talk about the combustion chamber, they leave out the most interesting part of it, the head. They don't talk about the valvetrain or the shape of the head itself. I would love to see what kind of quench pads an F1 head has, the valve angles, the intake and exhaust port shapes and dimensions, etc. Pistons and rods are not magical, that's why it's easy to show what they look like. What is magical is the stuff bolted on top of the engine block. That's where the power is made.
Back when the V10s were still in force, I often used to say the solution to the ever increasing upper rpm limits was not a mandatory rev limiter, but rather, a mandatory minimum conrod/piston weight. Why? If you force that combination to be heavier and heavier each year without a rev limit, the motor engineers have a dilemma - they can still go for revs at the risk of engine detonations. In terms of engine note, I personally felt 15k rpm was the sweet spot for a V10, maybe 13k rpm for a V12.
It's so sad that they are not allowed to experiment with compression-ignition. F1 and motorsport in general were normally the testing grounds for new tech (or adapted tech) for our road cars. I mean, it's not only the mechanical parts that are important here, but the chemical parts too, i.e. fuel, oil, tyres, etc. Imagine how awesome it would be to have compression-ignition for petrol engines as well. By letting manufacturers research this in the sport environment takes the burden off of the R&D in the commercial environment which will accelerate R&D in general because of the resources available in the sporting side of the business. It's a free test bed to see how stuff can run in the real world. This could also spark more manufacturers to enter the sport since what they are developing in F1 can have a direct impact on their car sales. Tell me if my head is in the clouds dreaming of it as an ideal scenario instead of how it really would be. I REALLY want to see F1 tech in everyday road cars
These two presenters are absolute pro's. The way they discuss the technical topics seemingly without cuts in their dialogue and seemingly not reading from a teleprompter with zero mistakes is impressive to say the least.
Yep this is all just us chatting!
@@Samsthings Both my wife and myself love your show Sam, I'm really impressed by your knowledge and your obvious enthusiasm about the technical stuff. Just overall impressed by your presentation skills. You make it look easy but I know it is not.
F1 needs more of this. Really miss hearing an engineers thoughts durring the race weekend.
Sam Collins the most bias toxic person, calling Max overrated.. why is he getting a podium?
3:30 Sam always looks so happy anytime Craig pulls out his homemade props. Such a great duo.
that smile too
I assume it’s staged/scripted of some sort but idk but I love this duo they are so wholesome
@@liamburgess5029 of course it is somewhat scripted. No one in in the world could be this smooth and have such a compact and information packed conversation without preplanning it first.
Awful zero knowledge presenters picked for their looks and voices.
Now this is why I'm interested in F1, not the guys driving the cars, although obviously the drivers competition is interesting too, but the technology is beyond incredible. I could watch this type of content all day every day! Give me more of this please, and I don't often ask for much, but this, I'll pay for!
This is what I thought the TV show would be about. Boy was I disappointed when I realised it's just about manufactured drama.
Well if you’re willing to pay then I’m sure a subscription to F1TV would get you more content like this.
@@1991skd if it did I would subscribe but I'd like more information first as I'm not sure exactly what they have right now?
@@GB-vn1tf What they have right now is 40 minutes Tech Talks episodes every GP. But still, the best bites are here on YT.
@@EVENo94 thanks for that, much appreciated.
I love this info! These segments are great! I would say, that most road cars are around 10:1 petrol compression ratio and 16:1 - 19-1 diesel compression ratio. So a 18:1 compression ratio for a petrol engine is just bonkers!
I had to replay when he said that lol...
Thanks for the info ! I was really curious !
7:1 in a road car?!? That’s nonsense. More like 9.5-12.5:1 nowadays. 7:1 in what? A 1915 Model T???
@@mbarbe007 maybe he means turbos. Turbos don't have very high compression ratios because of the air pressure.
But 18:1 is very nearly the same as what modern diesels run at
Insane
The Suzuki Swift 1.0 with turbo has 10.0:1 and 1.2 without turbo has 12.5:1, and these are very average engines.
Ohhhh yeah, solid engine nerd out. Loved this one guys
BTEC Phil Collins has the nerdiest voice I’ve ever heard
@@sanfordcurtis8242 all he needs his to snort really loudly after hes went into something technical
Name one fact they mention that is tech information.
@@johnsmith1474 0.6 mm shrinkage
@@sanfordcurtis8242 hehe I thought I was alone in thinking he sounded like Phil Collins... I mean, ditch the glasses and he looks a lil like him too.
I was never too interested in the really techy stuff of F1 until we got these two together. Two completely diff individuals with great chemistry between them. I'm going to enjoy watching them teach us about the new cars next year as the teams develop them
I love this neerdy stuff. Keep it up.
Name TWO facts they state that is tech information.
I work for a diesel injector test equipment manufacture in the UK, and commerical vehicle tech is actually amazing bits of kit, the engines and systems are efficient and have long service lifes.
Honda CVCC 1970's Civic and Accord engines had pre chamber to ignite a weak mixture. They passed emissions regulations without a catalytic converter.
Wouldn't pass today's though
Didn’t they also troll GM by implementing that technology in one of their V8’s? XD
Someone has watched up to speed haha
@@marjoh669 what engine was that? I heard Honda never made a production level/road car V8
@@marjoh669 Yes, they did it for very little cost after GM proposed that it would be impossible for them to do without fully redesigning their engine architecture.
7:1 for a road car CR Sam? You look so much younger than 70. 😎
yeah that caught me off as well
I thought it wasn't that far off, but after verifying, the lowest compression ratio I could find for a car in the last 20 years was the fq-400 at 8.5. I wonder where he took that number from
Quite. Engines from the 60's go well above 7:1.
@@leoa4c Hard to think of any cars you might find on the road with that low of a ratio. Even the early Saab and Porsche turbos had higher CRs. 1200 VW Beetles are the only car I can think of.
@@philipegoulet448 is that the Evo?
Nice to see Phil Collins is doing well.
Desperate Dan or Ogri.
When Sam talks about the forces causing deformation... it's wild. I witnessed a motor blow in a friend's race car where the piston rod twisted and pulled apart. Didn't make you think of a piece of solid steel or aluminum.
Valtteri receiving one after the other:
Traditions
Or his team simply set his engine to 100% performance (~quali mode) during the Turkey race, in order to not let Max win it.
If Valteri had a wdc for every engine he took he would have been the 2nd most successful driver to Hamilton and Schumacher
@Pauline Weinberger nah he had an issue with the engine from Russia
so 3rd most successful
@@shaggydoggs
Haha I was going to say the same thing 😄
Yeah basically. Want me to edit it?
Maybe mercedes is testing new engine parts in Bottas’ car for «reliability reasons», then when they figure out a version with more power Luis gets one too?
Brilliant show, I would love to see longer segments, these guys have great chemistry and always have interesting information on current tech.
This is excellent! We need more of these high level technical talks!
Super team. Nice chemistry. Could watch these for hours..
EXCELLENT work gentlemen.
This is by far the best source of information for F1.
👍🇺🇸👍🏁
Keep up the education of F1 Tech mahalo
Ah yes, 2 akamai guys with something to teach eager F1 fans before the next race........... I love it!
Shout out to the big homie Sam keep doing it
That is mad how different that looks to a normal piston.
It's no so different no. The materials are better, and if you had a set you would see the match much more closely, the tolerances are far higher. But no they don't look all that different in singles.
@@johnsmith1474 what are you talking about it's really wide and really shallow. Completely different.
@@BeardyGit89 bike pistons no?
@@gavcom4060 i have absolutely zero interest in bikes but I googled it and they look just the same as a normal car piston 🤷🏻♂️ nothing like this
Fascinating info regarding the pre-combustion process. Thanks!
Fascinating vid and great knowledge too from the best! Keep it up!
Best F1 content out there. Thank you very much.
2.5 TONS.... goodness, that really illustrate the immense force in those engines. Now I do understand why those engines are so expensive and can shred a tire in a single lap.
I’m surprised these guys know the names of these parts; “slammy uppy bits.”
Spinny twirly things, flowey tubey bits
The f1 engine is a piece of art.
agreed - if you had that piston & rod given to you, you'd want to display it in your house as art - well I would. Just like a gas turbine's bladed rotor - beautiful to enjoy with your eyes!
Awesome piece. Thanks, gentlemen.
Love Sam Collins ❤
Thank you f1 for these tech talks! Really amazing to watch!
Statment from Mercedes:
"We had to give Valtteri new ICE because we discovered one piston has gone missing from the engine after leaving Turkey 👀"
So interesting & these guys are so knowledgeable. Top Pros !
Thanks for Making F1 Techy Stuff all the more Interesting... waiting for more Tech Talk content 🙇🏻
CVCC scarbs remember, honda road tech from the 70s!!!!
Best Tech Talk yet!!!!!!!
Keep making these. Please
*Love this. Waiting for the sequel.*
(let's burrow the old Honda McLaren engine maybe?).
Take a drink everytime Sam makes a pun, and another one when the co-host has to fight back a chuckle.
Was wondering the other day how long a modern V6 Hybrid era engine would last in a conventional car on the road without any use of the MGU.
In the 80’s the compression was 8.5:1 in road cars, now its reaching 12:1, not that far from f1, certainly not 7:1 as he mentions
18:1 was what it was limited to, meaning some teams clearly were higher. My 1985 F350 diesel is 22.5:1 compression (it's naturally aspirated so it's a bit higher than a lot of turbo diesels out there) so he's not that far off on at least the diesel comparison.
That's in normally aspirated engines. The Ferrari 458 Speciale reached 14:1. But turbos don't go anywhere near that. 18:1 in a turbo petrol is just insane. It is actually very similar to most turbo diesels. Plus, you also need to remember that going from 12:1 to 18:1 is a 50% increase. That is a BIG difference
@@_shreyash_anand 18:1 was not in the turbo era
7:1 for a road car? Cars haven't been that low since the 80s when turbocharged cars were first getting popular. 9:1 is about the lowest you'll see and 13:1 is about the highest
Exactly. 10:1 would be about the average today.
@socketus puppetus because turbo 'compress' more air to the engine, so effective compression ratio will be high
Outstanding in depth look at current F! Cylinder technology.
Pre chamber is a technology straight from early diesels from 1950 up to 1990 when most car makers switched to direct injection and then common rail.
Brilliant video, much better than the fuel video.
This is nuts, fantastic stuff
more of this please
MORE episodes like this one!
Great video guys
This is simply excellent 🙌
Second that.
7:1 in a road car? Maybe in the 1960s... 9.5:1 in turbo applications is common, 12:1 in NA applications.
What road car is 7:1 compression ratio?
Great video!
I want a 90 Minutes Special Tech Talk with Sam and Craig together. - On a weekly base maybe? ... I could listen to that talks for hours.
Engine sound is awesome nowadays 👌👌👌
would love to see top gear with these lads
Such an amazing and engaging information
Beautiful video
I want a 24h video of them !
Thanks as always Moss
Wathing these guys is just a great comedy ..love them n their insights
F1 cars for everyone in the world: pinnacle of motorsport, most sophisticated race cars in the Universe
F1 cars for these two guys: basically a glorified diesel trucks
7-1 compression ratio in the road car? Maybe in the 1950s
amazing content thanks for sharing hopefully one day I can do the research, keep sharing love it
Sam is such a nice addition to the F1 crew line up ^_^
Nice IWC big pilot!! Get in there Sam
Seems like something that's worthwhile in today's cars. E85 with direct injection can probably run 18:1 for a daily driver. Mazda already runs 14:1 with 87 octane. If it's really that high efficiency, seems worth it.
Great tech talk
Sam Collins could tell me a bed time story and I'll be out in a second
Great insights!!! Would be cool to see some animations too.
Do other parts every week, that'd be the best 👍👍
I don't know why, but this is just so fascinating to me how a piece of metal can withstand 2.5 tonnes of pressure. F1 is just so interesting to me.
if you think about it, its only like hanging a Tesla from that 'rod. Thats not much load/mm2 for such a thick Ti cross-section
Future Tech Talk episode on DRS? Some of the big points would be DRS failures leading to the wing being stuck open, and how that affects the performance of the car. Seeing as we will be loosing that with the start of the next season, it would be great to learn a bit about it before it's gone.
First of all, DRS will be kept on the cars for next year at least. Second, you lose rear downforce, a lot of it, if your DRS is open.
As a wise man once said: Bring back V12's!
It's not relevant to the future.
Vettel
@@flyingspaghetti369 Just abolish F1 then and go all in on Formula E.
@@wronggg Very childish argument, there's just simply no reason to go back to v12 anymore compared to the v6.
@@instenalable the future is not gasoline engines though.
I love this stuff.
You should had asked AER for a F1 turbo V6 piston, they had a single cilinder testbed for some manufacturer...and used their tech to get their lates LeMans V6 engine.
The problem I have with these Tech Talks is that every time they talk about the combustion chamber, they leave out the most interesting part of it, the head. They don't talk about the valvetrain or the shape of the head itself. I would love to see what kind of quench pads an F1 head has, the valve angles, the intake and exhaust port shapes and dimensions, etc. Pistons and rods are not magical, that's why it's easy to show what they look like. What is magical is the stuff bolted on top of the engine block. That's where the power is made.
Back when the V10s were still in force, I often used to say the solution to the ever increasing upper rpm limits was not a mandatory rev limiter, but rather, a mandatory minimum conrod/piston weight. Why? If you force that combination to be heavier and heavier each year without a rev limit, the motor engineers have a dilemma - they can still go for revs at the risk of engine detonations. In terms of engine note, I personally felt 15k rpm was the sweet spot for a V10, maybe 13k rpm for a V12.
would have liked to see a normal road car piston next to it so see the difference... nice explaination though!
What ??? so interesting guys.. awesome insides
18:1 compression ratio for a petrol engine. MAD.
Quality content.
this nerd session was amazing
Please explain the mercedes rear suspension!
Just make this a Netflix original already and get this guys 10x bonus it takes a lifetime you get the knowledge they have
The Batman and Robin of tech talk.
A reliability fix, will always result in a performance improvement, because you are simply able to turn everything up a notch.
Through the magic of two of them ...
Thought he opened with "There's been a lot of torque about power units" nice wordplay
yay they got a desk
We have always had it but rarely use it!
@@Samsthings haha, well at least it’s getting some screen time now!
This reminds me of J.D.M. masters K-tech video.
It's so sad that they are not allowed to experiment with compression-ignition. F1 and motorsport in general were normally the testing grounds for new tech (or adapted tech) for our road cars. I mean, it's not only the mechanical parts that are important here, but the chemical parts too, i.e. fuel, oil, tyres, etc. Imagine how awesome it would be to have compression-ignition for petrol engines as well. By letting manufacturers research this in the sport environment takes the burden off of the R&D in the commercial environment which will accelerate R&D in general because of the resources available in the sporting side of the business. It's a free test bed to see how stuff can run in the real world. This could also spark more manufacturers to enter the sport since what they are developing in F1 can have a direct impact on their car sales. Tell me if my head is in the clouds dreaming of it as an ideal scenario instead of how it really would be. I REALLY want to see F1 tech in everyday road cars
That piston looks super finished
... its more than that, its fabulous-finished, no .. no ... wait, its awesome-finished
Probably has a coating to reduce friction/handle the heat
Next talk about the air box and the fuel injectors.
I love this .
could we have an episode about the rear suspension of the Mercedes compared to other cars? 🙄🖖
I think they did a segment on that this week, not sure if it's available on YT
I would like to see more about the cylinder head and valves actuators...I'm almost sure that F1 engines does not use camshafts
they do use camshafts, but pneumatic closing instead of spring closing the valve for faster frequency response.
@@garydrew9970 no valve springs can't live @ ultra high RPMS the springs won't last.
Great video
4th
Very interesting
Formula 1 should be taught in schools as a separate subject
Did he really say that a road car would have a c/r of 7:1?
Prechamber sounds like the old Honda CVCC engine