Professor Morris, we will happily absorb any and all knowledge you are willing to impart to the class. If school had been this interesting, a lot of us would've done much better. Another wonderful lesson, thank you.
Can Steve apply boost techniques and methods to the carpentry arena?! Imagine a nail gun ran by a compressor with an SMX! Some serious Rambo action for the average framer. 🤣😂🤣😂
My dad was a math guy. He would show me this kind of stuff when I was a kid so when things broke, I understood why. Thanks Steve, for bringing back memories of the greatest man I ever knew.
I remember doing the math back around 1990. After 6000 rpms the stresses blew my mind. I always tried to build bigger cube engines that peak around 6-6500. I love the sound of 8000+ but it's hard to keep that stuff alive for long intervals. Keep showing this kind of stuff, it's eye opening to most people.
That’s very true. With modern low displacement engines revving to the moon it’s hard to get a sense of a big block over 450ci doing that kind of rpm. That’s a lot of big parts moving very quickly lol
This is exactly why I watch this channel. I always though it was the compression stroke that broke the little end of a connecting rod, but this makes so much more sense! I agree that even touching the high side rev limiter is catastrophic, but I wasn't factoring in the weight of the piston, just the violence of the spark cut and the chaos that it creates. Thank you Steve for the lesson! Keep them rolling.
As a mechanical engineer, I love this math and real-life examples! You have tested (blown up) more engines than most and done forensics to understand where safety margins come into play. Thank you for sharing your hard-earned wisdom!
Great video Steve; I turned wrenches most of my adult life and still learn something new with almost every video you put out; IMHO, you're among the best of the best in the world of engine building, and your willingness to share it with us, makes you one awsome dude. God Speed, Mr Morris.
Thank you Steve, man, it’s so cool learning some of this stuff. That’s why engines cost the prices they do. You’re paying for a lifetime’s worth of experience
The dynamic loads in an engine are truly amazing, not only on the rod piston combination but also the valve spring, rocker arm and pushrod setup. Cam followers can leave the cam profile at max lift and valves can bounce off of the seats as the cam loses control of the follower when closing. Pushrods can bend and flex adding more dynamic forces to the valve, follower, spring combination also. It's amazing that these high performance engines can even get down the track.
Stuff like this would be for a number cruncher math whiz. At 150 RPS, figure out how much a single oil ring weighs, the top ring, and then the wrist pin. I just askefdy, but I'll do it again. At 150 revs per second, how many miles per hour is a piston traveling in a mile. .......I can divide by four, do I'll do that part of the equation 😁
The ramp rates on modern roller cams are insane and never would have been possible without improvements in spring technology and metallurgy in general and the rates still produce enough force to clean break massive aluminum rockers with enough passes. Nothing quite like the exponential curve of going towards near infinite dynamic loads mathematically and then figuring out just how far you have to back the ramp off to keep things alive. Pushing limits is an understatement!
@@ElliHarper I tried it a few different ways, all wild math and doubt my math is remotely close. I was encouraging some math braniac to do it correctly. I guessed 4.5 inches stroke at 150 strokes per second. There's 60 seconds in a minute, 60 minutes in an hour and there is 5280 feet in a mile Somewhere in there, there must be an equation. I can't wrap my brain around it. The piston is also traveling at zero mph at one point...... but don't blink. 😁 I tried again and came up with 460 mph. ......you don't want to have me as your accountant. 😁
@@randywl8925 with those figures its more like 76 MPH mean piston speed, 4.5 x 300 (150 strokes per second means it doers a full rotation 150 times per second which means it travels the stroke distance twice that number) times that number by 60 and 60 again to get inches per hour travelled, then divide by 12 to get feet per hour, then by 5280 to get MPH
I remember a bunch of this from the mid 80's in college, now that you bring it back up. At that same time Indy cars were experimenting with ceramic pistons, ceramic pins (or ceramic composites )and magnesium rods. I seem to remember that the failures were because of harmonics, not just the pressures. Now to start with, we're also talking about 3-4 liter 10-16 cylinder engines running 10000+ RPM VS 500+ Cubic inch V8's. So pistons are gonna be much smaller... I'd love to hear your take on this...
This is an OUTSTANDING video, Steve!! Everything is math, including the physics. Some people clearly don't get why quality engines cost like they do. There's also a reason why F1 pistons are exotic aluminum alloys and cost $50K each to make less than 1/4 of the HP in a SMX while being able to accelerate like a rocket.
To be fair to those F1 guys, they are making their thousand-ish horsepower out of less than 100 ci (1.6l), which is a restriction Steve doesn't have to fight against
EVERYONE! BIG APPRECIATIONS FOR STEVE MORRIS!!! SM Shines a huge spotlight on a normally "semisecret sauce" of a self gain sport! AWESOME, for young GEAR-HEADS, to have the opportunity to peer inside the inner workings of STEVE'S speed freak creations, mechanical machinations and DOMINATING motivations!!! He is a driving, ploughing force full speed ahead illuminating the way like a virulent global pandemic...for the next GENERATION!!! GOD BLESS STEVE MORRIS!!!
Definitely good to have these more in depth videos on the engineering side of engine building. For me, the piston weight during operation was one of the first things taught. I'm a little surprised you didn't mention pre-detonation with this. Sprinkle some pre-det and maybe jumped timing for good measure, and maybe I won't be the only one twitching from bad memories of bone headed mistakes, lol.
ABSOLUTELY LOVE this kind of technical information. I am a total gearhead, and this is the meat of my spiritual food! Keep up the great work, Steve. You are a blessing to all of us that love engines but can't afford to play with them to this degree. Thank you and may His face continue to smile on you!
Thank you Steve for taking the time out of your busy schedule to share your knowledge and help others. You Sir are a genius when it comes to drag racing. Once again thank you for sharing your time with all of us. 💪👍
Thanks Steve for taking the time to go over this type of data. Just wondering about coatings and how much they help in the life of the piston. Again thank you.
Building a race, motor. A race motor that’s is better than the competition!! Absolutely needs this kind of attention to detail!!! Exactly why SME, is so good!! Great video! Great information!! Steve.
Keep it coming Steve. 3500 hp dyno pulls are sweet but stuff like this sets you apart from other automotive channels. Is there any way to calculate how much it takes to spool a turbo based on engine size and turbo combinations ?
It’s not in your wheelhouse, but as thorough as your processes, your vast knowledge and understanding, it’d be a blessing if you could build my NA Pontiac engine.
I fell asleep listening to this last night, we had a really interesting conversation about how often you have to fix overrevved toys in my dreams. It was awesomely hilarious. Yes do more of these.
Very interesting. The extreme forces at play are amazing. I think it would also be interesting to compare the numbers on the parts it takes for different engines to live at different power levels. This might help put in perspective the extreme nature your engines. Thanks
I am always here for the tech, definitely keep it coming. I’d love to see something about cylinder pressure from combustion. I would imagine comparing idle combustion to peak torque would be as crazy as when you added little bits of RPM above 8500 with the piston weight.
Excellent lesson Steve. I always learn something from your videos. It is just amazing that any engine can contain the forces that take place internally, let alone produce 5000+ hp.
I love the knowledge you share. As a heavy equipment mechanic that works on diesel engines, I knew there was a lot of stress on the rotating group, but I did not think it was that much. Now I'm going to do the math on a 13.5 liter.
Fascinating stuff. How ANY of this works is truly amazing to me. Please keep sharing and educating all of us. Maybe a collab sometime with Engineering Explained? He could maybe fill in some of the gaps in math/equations, but I still feel like some of this is just pure magic 😆
Awesome tehnical information, which is great too know from all aspects, which gives you more appreciation for the R&D put into the build... Thanks Steve Morris, love all your content!
Steve your information is very interesting and every time I watch one of your videos, I learn something. I am not a hot rod guy, but I am an Engineer and I have interest in your designing engines. Keep up the good work.
Steve, I'm interested in the loads placed on the crankshaft during the gear change and what the difference is between a wide ratio gear set and a close ratio set. I greatly appreciate your knowledge and willingness to share.
I was thinking same thing and looking for others to say same thing but so far you are the only one. (2 minutes later) I just did the math... and the number was the same. So...never mind. We thought too much about it.
Because it is all multiplication, you can swap the order as you wish and it will give the same results. This is called associativity. Not true if you mix in + and -.
Love your videos Steve. You mentioned the lack of countering forces at TDC on exhaust causing greater stress. I am trying to model this in my mind and I think that the greatest stresses on the rod are at about 90 degrees past TDC on intake stroke. I believe the greatest rate of change of velocity per degree of crank angle (acceleration) would occur at about 90 degrees past TDC (with possibly some correction for errors due to rod length and stroke). However, none of this really changes the forces the math is showing.
I believe you are correct in terms of stresses on the shank of the rod- tension vs compression and leverage is greatest at 90* thereby having the highest difference in tension and compression loads on the rod shank (but during the combustion cycle, not intake). Steve is bringing to light the force that most people don’t think about- inertia weight of a piston not under compression and how much energy the pin and rod are overcoming to keep the piston in a cozy warm block. At 90* ATDC the piston weight acting on the rod is much lower than the force it takes to stop and reverse the piston. The high RPM changes things- inertia weight. In the engines I work with, large bore industrial diesel, the highest forces and wear spots are on the opposite side of the wrist pin bore but these engines don’t even see 2K RPMs.
I would love to see a video on how many pounds of cylinder pressure is pushing on the bottom of a cylinder head on a boosted application! I’ve lifted the head on a couple of engines under boost and just the thought of it stretching the head studs is mind boggling to me.
Is valve train still the limiting factor, or is it normally piston speed when your setting a rpm limit? Or a factor of both? Love the knowledge Steve. I’m a carpenter but cars have been my passion from before I had a license. Been messing with them just as long 😂
Great question. I often wonder whether using a big block billet bottom end plus an overhead cam design would live longer. 4 valves would certainly be lighter rotational mass on the valve train.
@@skeetamacgyver1821Yes, it would live longer and flow better, but the 3 extra cams and wider and higher engine means you could just increase displacement instead. The ls has a much bigger displacement while being lighter and more compact than a coyote, so in case of a v8 it may just not be worth it.
Professor Morris, we will happily absorb any and all knowledge you are willing to impart to the class. If school had been this interesting, a lot of us would've done much better. Another wonderful lesson, thank you.
I'm a carpenter by trade and find your channel just packed full of knowledge. "Knowledge is power" and you Steve have an abundance of both.
And power = strength x speed
Can Steve apply boost techniques and methods to the carpentry arena?! Imagine a nail gun ran by a compressor with an SMX! Some serious Rambo action for the average framer. 🤣😂🤣😂
My dad was a math guy. He would show me this kind of stuff when I was a kid so when things broke, I understood why. Thanks Steve, for bringing back memories of the greatest man I ever knew.
7.5 tons of force at 10,000 rpm going up and down 166 times per second on the wrist pin. Strongest part in the motor, can see why. Great video Steve.
@@ajk374 i agree. Its holding together Steve’s math in 8 different locations at different times across one shaft.
I remember doing the math back around 1990. After 6000 rpms the stresses blew my mind. I always tried to build bigger cube engines that peak around 6-6500. I love the sound of 8000+ but it's hard to keep that stuff alive for long intervals. Keep showing this kind of stuff, it's eye opening to most people.
That’s very true. With modern low displacement engines revving to the moon it’s hard to get a sense of a big block over 450ci doing that kind of rpm. That’s a lot of big parts moving very quickly lol
I have always dreamed of building a large displacement motor that would spin to the moon … my wallet would never allow me to though
Nerdy stuff for sure. But still enjoyed it
@@peteward8125- 959 nitrous Pro Mod engines spin over 8000 RPM’s. Put those numbers into the calculations!
Back in the late 60's early 70's Hot Rod magazine published an article with all those math equations in it. Wish I still had it.
As an engineer that does stress analysis this is great stuff. Keep making videos like this!
This is exactly why I watch this channel. I always though it was the compression stroke that broke the little end of a connecting rod, but this makes so much more sense! I agree that even touching the high side rev limiter is catastrophic, but I wasn't factoring in the weight of the piston, just the violence of the spark cut and the chaos that it creates.
Thank you Steve for the lesson! Keep them rolling.
Thank you for that informative
As a mechanical engineer, I love this math and real-life examples! You have tested (blown up) more engines than most and done forensics to understand where safety margins come into play. Thank you for sharing your hard-earned wisdom!
Great video Steve; I turned wrenches most of my adult life and still learn something new with almost every video you put out; IMHO, you're among the best of the best in the world of engine building, and your willingness to share it with us, makes you one awsome dude.
God Speed, Mr Morris.
Same here!
How to send a piston to the moon ? Cleeter : hold my Dew.
Apparently this video was changed after it was uploaded, this comment is no longer relevant.
Thank you Steve, man, it’s so cool learning some of this stuff. That’s why engines cost the prices they do. You’re paying for a lifetime’s worth of experience
That was some mind-blowing stuff. I had no idea the pressures that we are putting on the pistons. Thanks Steve. I do feel a little smarter.
The forces on the parts inside an engine spinning fast are absolutely insane. Hard to believe it actually stays together as long as they do.
Jet engines spinning so fast that the inertia distorts parts. Crazy G-forces. I guarantee you the smx rod is longer during the 9,000 rpm than at rest.
The dynamic loads in an engine are truly amazing, not only on the rod piston combination but also the valve spring, rocker arm and pushrod setup. Cam followers can leave the cam profile at max lift and valves can bounce off of the seats as the cam loses control of the follower when closing. Pushrods can bend and flex adding more dynamic forces to the valve, follower, spring combination also. It's amazing that these high performance engines can even get down the track.
Stuff like this would be for a number cruncher math whiz.
At 150 RPS, figure out how much a single oil ring weighs, the top ring, and then the wrist pin.
I just askefdy, but I'll do it again.
At 150 revs per second, how many miles per hour is a piston traveling in a mile.
.......I can divide by four, do I'll do that part of the equation 😁
Are you familiar with valve loft?
The ramp rates on modern roller cams are insane and never would have been possible without improvements in spring technology and metallurgy in general and the rates still produce enough force to clean break massive aluminum rockers with enough passes.
Nothing quite like the exponential curve of going towards near infinite dynamic loads mathematically and then figuring out just how far you have to back the ramp off to keep things alive.
Pushing limits is an understatement!
@@ElliHarper I tried it a few different ways, all wild math and doubt my math is remotely close. I was encouraging some math braniac to do it correctly.
I guessed 4.5 inches stroke at 150 strokes per second. There's 60 seconds in a minute, 60 minutes in an hour and there is 5280 feet in a mile
Somewhere in there, there must be an equation. I can't wrap my brain around it.
The piston is also traveling at zero mph at one point...... but don't blink. 😁
I tried again and came up with 460 mph.
......you don't want to have me as your accountant. 😁
@@randywl8925 with those figures its more like 76 MPH mean piston speed, 4.5 x 300 (150 strokes per second means it doers a full rotation 150 times per second which means it travels the stroke distance twice that number) times that number by 60 and 60 again to get inches per hour travelled, then divide by 12 to get feet per hour, then by 5280 to get MPH
I remember a bunch of this from the mid 80's in college, now that you bring it back up. At that same time Indy cars were experimenting with ceramic pistons, ceramic pins (or ceramic composites )and magnesium rods. I seem to remember that the failures were because of harmonics, not just the pressures. Now to start with, we're also talking about 3-4 liter 10-16 cylinder engines running 10000+ RPM VS 500+ Cubic inch V8's. So pistons are gonna be much smaller... I'd love to hear your take on this...
This is an OUTSTANDING video, Steve!! Everything is math, including the physics. Some people clearly don't get why quality engines cost like they do. There's also a reason why F1 pistons are exotic aluminum alloys and cost $50K each to make less than 1/4 of the HP in a SMX while being able to accelerate like a rocket.
Lots of physics, chemistry, thermodynamics, and materials science. Each with loads of math.
To be fair to those F1 guys, they are making their thousand-ish horsepower out of less than 100 ci (1.6l), which is a restriction Steve doesn't have to fight against
These tech vids are amazing.
Knew there was some serious stress inside of an engine but, damn! That’s incredible.
Absolutely fascinating how much a piston weighs at DIFFERENT RPM!! Its insane!!
Thanks for sharing the math!!
EVERYONE! BIG APPRECIATIONS FOR STEVE MORRIS!!!
SM Shines a huge spotlight on a normally "semisecret sauce" of a self gain sport!
AWESOME, for young GEAR-HEADS, to have the opportunity to peer inside the inner workings of STEVE'S speed freak creations, mechanical machinations and DOMINATING motivations!!!
He is a driving, ploughing force full speed ahead illuminating the way like a virulent global pandemic...for the next
GENERATION!!!
GOD BLESS STEVE MORRIS!!!
That's absolutely incredible. Mind blowing that it's even mechanically possible. Love your videos I always learn something.
Definitely good to have these more in depth videos on the engineering side of engine building. For me, the piston weight during operation was one of the first things taught. I'm a little surprised you didn't mention pre-detonation with this. Sprinkle some pre-det and maybe jumped timing for good measure, and maybe I won't be the only one twitching from bad memories of bone headed mistakes, lol.
The mind boggles everytime I learn something about serious horsepower engines. Love the videos. Happy to see whatever you come up with.
That is mind blowing info, and super cool to know, these videos are very interesting to mix in with your regular builds and dyno sessions.
ABSOLUTELY LOVE this kind of technical information. I am a total gearhead, and this is the meat of my spiritual food! Keep up the great work, Steve. You are a blessing to all of us that love engines but can't afford to play with them to this degree. Thank you and may His face continue to smile on you!
Thank you Steve for taking the time out of your busy schedule to share your knowledge and help others. You Sir are a genius when it comes to drag racing. Once again thank you for sharing your time with all of us. 💪👍
Thanks Steve for taking the time to go over this type of data. Just wondering about coatings and how much they help in the life of the piston. Again thank you.
I am here because of this tech info stuff (and the wagon down the track). Oh yeah, nice to see the guys too (Kyle, Clark, Dewey etc).
Building a race, motor.
A race motor that’s is better than the competition!!
Absolutely needs this kind of attention to detail!!!
Exactly why SME, is so good!!
Great video!
Great information!!
Steve.
Keep it coming Steve. 3500 hp dyno pulls are sweet but stuff like this sets you apart from other automotive channels. Is there any way to calculate how much it takes to spool a turbo based on engine size and turbo combinations ?
It’s not in your wheelhouse, but as thorough as your processes, your vast knowledge and understanding, it’d be a blessing if you could build my NA Pontiac engine.
I fell asleep listening to this last night, we had a really interesting conversation about how often you have to fix overrevved toys in my dreams.
It was awesomely hilarious.
Yes do more of these.
I like it when Steve talks nerdy to us.
Very interesting. The extreme forces at play are amazing. I think it would also be interesting to compare the numbers on the parts it takes for different engines to live at different power levels. This might help put in perspective the extreme nature your engines. Thanks
I love the knowledge that Steve shares!!! Crazy when you break down the pressure, forces, and speeds of all the moving parts i freaking love it!!!
This is awesome stuff Steve. Thanks for taking the time to share
Great Stuff. Thanks Steve
Love your content very educational
I am always here for the tech, definitely keep it coming. I’d love to see something about cylinder pressure from combustion. I would imagine comparing idle combustion to peak torque would be as crazy as when you added little bits of RPM above 8500 with the piston weight.
Excellent lesson Steve. I always learn something from your videos. It is just amazing that any engine can contain the forces that take place internally, let alone produce 5000+ hp.
Love this type of content. I still feel that this two step business causes damage through harmonics and vibration.
I love the knowledge you share.
As a heavy equipment mechanic that works on diesel engines, I knew there was a lot of stress on the rotating group, but I did not think it was that much. Now I'm going to do the math on a 13.5 liter.
Fascinating stuff. How ANY of this works is truly amazing to me. Please keep sharing and educating all of us. Maybe a collab sometime with Engineering Explained? He could maybe fill in some of the gaps in math/equations, but I still feel like some of this is just pure magic 😆
Love it Steve! Really helped put that into perspective! Cheers!
Can’t get enough of videos like this, keep them coming!!
Awesome tehnical information, which is great too know from all aspects, which gives you more appreciation for the R&D put into the build... Thanks Steve Morris, love all your content!
Steve your information is very interesting and every time I watch one of your videos, I learn something. I am not a hot rod guy, but I am an Engineer and I have interest in your designing engines. Keep up the good work.
That was really neat to learn, thanks Steve!
Fascinating stuff Steve !
Steve, I'm interested in the loads placed on the crankshaft during the gear change and what the difference is between a wide ratio gear set and a close ratio set. I greatly appreciate your knowledge and willingness to share.
Great video! I think you need to square the rpm number before multiplying it to the other numbers.
I was thinking same thing and looking for others to say same thing but so far you are the only one. (2 minutes later) I just did the math... and the number was the same. So...never mind. We thought too much about it.
Because it is all multiplication, you can swap the order as you wish and it will give the same results. This is called associativity. Not true if you mix in + and -.
@@SilverFlint247 agreed, just something about a number being squared makes you think you need another step.
Great info and layman explanation much appreciated!
Fascinating! Thanks Steve!
Love your videos Steve. You mentioned the lack of countering forces at TDC on exhaust causing greater stress. I am trying to model this in my mind and I think that the greatest stresses on the rod are at about 90 degrees past TDC on intake stroke. I believe the greatest rate of change of velocity per degree of crank angle (acceleration) would occur at about 90 degrees past TDC (with possibly some correction for errors due to rod length and stroke). However, none of this really changes the forces the math is showing.
I believe you are correct in terms of stresses on the shank of the rod- tension vs compression and leverage is greatest at 90* thereby having the highest difference in tension and compression loads on the rod shank (but during the combustion cycle, not intake). Steve is bringing to light the force that most people don’t think about- inertia weight of a piston not under compression and how much energy the pin and rod are overcoming to keep the piston in a cozy warm block. At 90* ATDC the piston weight acting on the rod is much lower than the force it takes to stop and reverse the piston.
The high RPM changes things- inertia weight. In the engines I work with, large bore industrial diesel, the highest forces and wear spots are on the opposite side of the wrist pin bore but these engines don’t even see 2K RPMs.
I would love to see a video on how many pounds of cylinder pressure is pushing on the bottom of a cylinder head on a boosted application! I’ve lifted the head on a couple of engines under boost and just the thought of it stretching the head studs is mind boggling to me.
That would be a neat experiment.
Someone has probably put a pressure transducer in a combustion chamber before. Could use that info and the cylinder size to calculate the forces.
According to banks power, each cylinder pressure sensor is 4000usd lol
Good stuff Steve. Definitely would like to see more of this.
That’s wild, can’t even picture how fast 125 times a second is
Is valve train still the limiting factor, or is it normally piston speed when your setting a rpm limit? Or a factor of both? Love the knowledge Steve. I’m a carpenter but cars have been my passion from before I had a license. Been messing with them just as long 😂
Great question. I often wonder whether using a big block billet bottom end plus an overhead cam design would live longer. 4 valves would certainly be lighter rotational mass on the valve train.
@@skeetamacgyver1821Yes, it would live longer and flow better, but the 3 extra cams and wider and higher engine means you could just increase displacement instead. The ls has a much bigger displacement while being lighter and more compact than a coyote, so in case of a v8 it may just not be worth it.
Well done! More of these!
Great stuff Dr. Steve!
Absolutely love these videos. Thank you for taking the time to make these.
Great info Steve , I’d like to see more ❤
Love the tech info! please keep teaching us!
Awesome video! Absolutely love the detailed tech info!
Awesome content bro wealth of knowledge
Good stuff, thanks Steve!
Love your videos with detailed Steve Tech content!
Outstanding ! Almost hard to comprehend.
love this info, can't get enough!
Awesome info! Thanks Steve! 🔥🔥
Quality info thanks Steve!
utterly fascinating, yes i'd love to see more stuff like this
Love the tech stuff Steve!!! Keep it coming.
Love the technical videos Steve, keep them coming.
Awesome info. Thanks Steve
Yes, love this kind of technical information. Keep it coming!
Thank you, Steve, for taking the time to make informative videos like this. Keep them coming !
Love these videos. Thank you for sharing your knowledge!!
Great information as always Steve!
This was amazing to hear!!! Love this channel. Definitely keep up this kind of information!!!👍🏻
Thank you for all the information please keep it going.
Absolutely love the tech info!!!
Love the analytics. Thanks, Steve.
I’m saving all of this info! Thanks Steve. Bring us more please!
I love all your tech talks and explanations!
Brother this is definitely great information. Do more. I'm the guy that'll sit alone and think about this.
Thank you Steve, I can't thank you enough for your efforts!
Really enjoy the tech videos. Thanks for doing them.
Bloody hell, that's amazing. Never thought of this mathematical equation. Thanks for the tutorial Steve 😊👍
Good video. Appreciate the knowledge!
Thank Mr. Morris much blessings to you and yours!!!
mind blown! that's really incredible stuff, more of this kinda stuff!!!
Yes. Thank you so much for this.
hell yeah this info is the best stuff...thank you
More of this excellent information....Thank You Steve!
This is great information! Keep it coming. Thanks Steve.
That was very educational, another reason I watch your channel.
Thanks Steve for sharing
i love this type of information. please keep it coming. thanks
I enjoy these type videos. Thanks for the knowledge.
Yes I do want to see these tech videos. Keep them coming.