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WHERE DO I GET THIS CAD MODEL?

That's the only oil cooling on the car? It's tiny. Smaller than what you find on a 200hp street car.

Where do you buy this stuff from I'd love to buy like one of those camshafts or something unique just something different

This is fascinating series of videos you have put together here Brian. No small feat. As a lover of Formula 1 its engineering and technology, I'm slowly working my way through all of them. A fantastic opportunity to see inside these masterpieces not normally available to us mortals. Many thanks for your considerable efforts and knowledgeable commentary.

Does the dlc coating continue into the ring grooves? If so, is this accounted for whilst designing the piston?

Utterly fascinating. I'm glad that you popped-up on The Engine Pron page. I'd have never found this, otherwise.

good Mr. brian greetings for your channel, I have seen your videos and publications, and I was wondering if you could share the Sandbox file of the tj v10 engine to take a vistosa inside the engine, if you would be so kind as I am very excited about this engine?

Very interesting, I had no idea F1 cars used these style swash plate pumps. Conceptually I was familiar with these, but I'd never seen one so small! I used to work at an industrial testing laboratory and we would run benchmark industry standard tests for hydraulic fluids, either 1000 hour or 2000hr tests, often with inspection intervals every 500hrs. Occasionally we would run a fluid until the pump failed, which was usually between 3000-5000hrs. The pumps we ran were a popular industrial scale pump, about 4-5x the size, the pistons in the ones I'm familiar with inspect were around 1" diameter.

Thank you for an incredibly informative video. I landed here trying to do some due diligence in rebuilding an Aston DB9 V12 (looking to bore and stroke from 6L to 7.3L. This really helped me get my head around the inner workings. Appreciate you Brian.

Absolutely fascinating, a work of art. Thank you for sharing and providing detailed explanations! Your points about crank and camshaft elasticity and wind up, and the benefits of locating the drive points more centrally reminded me of an old Honda CB750 I had with the cam chain in the center of the engine, with 2 cylinders on either side. Given the length of the cranks and cams during the v12 and v10 eras, are you aware of any teams experimenting with driving the cams not off the nose of the crank? Granted it may have been impossible with a gear train, and I know chains are far too imprecise for that level of motorsport. Very excited I found your channel, we seem similarly engaged by the tech moreso than the actual racers!

Really like how you pinpoint and explain all of the features of the head. Just wondering why you got the head cut and split using wire EDM. By doing that you would not have lost that much material off of the head. Did you had any thoughts about using EDM or not?

WHATS THE MAX RPM WITH SPRINGS ON ROAD BIKE/CAR ENGINE-HEAD?

Came from Facebook 👍👍👍

Great as always, very interesting

I measure all engines rods and journals individually. I don’t even trust the bearing manufacturer either. I always torque the bearing into the rod and measure.

I think it’s wild the interlocking serations on the F1 rod

I’m nerding out watching a bloke describe a CAD on a laptop. My happy day ;-) Edit - maybe Fusion would be more stable on a box rather laptop? I’ve had issue, even with professional laptops. Proper enjoyed this.

Great video

IM IN THE VW WORLD MYSELF ENNY INFO ON THE 8V HEADS FOR USE WITH A 2.0L BLOCK WILL BE GRATELY APRESIATETD

Where can I buy one of these pumps? Looks a very good part to have a use for. Great video, Cheers Neil

That ridge is for fuel not air. Everything otherwise was correct

Why after they are installed, they appear to be fixed and as if they cannot be moved.

my diesel pistons have that groove i thought all pistons have it

Dirty hands are a brand of honor..... Thank you working man

great video. thanks for sharing. best of luck

why not have a chain in the front and back to help eliminate torsion between the crank cam?

Top fuel Conrods look more like that f1 conrod but the size of the other one and they are aluminium!

will it even run with half the stroke gone?!

I wonder if that guy at F1technical forum is still begging for your cad? He could have drawn a japanese bike engine by now 8 years later, lazy.

Hi Brian, what are these called? How expensive are they?

Hey Brain, do you reckon you can get access to the 1994 Mercedes-Ilmor 500i Pushrod Indy engine? Just on the off chance.. 😂

Thank you! I finally understand the direction of the vectors of secondary balance (if that’s the correct terminology). Amazing video.

This is a fantastic video. Your name is familiar.... Did you have a forum thread on casting on Club GTI 10 or 15 years ago? I remember spending hours upon hours reading it.

Making a common core for the intake and the water, sounds a bit strange...?

Interesting mostly...vignette in to 60's State of the art.

Is that a big juicy wide spark, or just an illusion because of the frequency of the spark?

Very educational video. You don't see one of these heads every day.

Class bit of engineering that head, makes me wonder if people work to the best spec they can to produce the best product and computers work to a minimum spec.

Seen Toyota F1 head casting cuts with even worse wall thicknes differences. The guy just said it does not have to be pretty but it has to be within the specs. The symmetry of the DFV design will help with anisotropic shrinking. It is just a different approach to quality.

We know designs and materials move on at various rates, but there is clearly an element of history repeating. Example being the interface mating on that F1 rod with it's cap being the same basic design as with the Hillman Imp rod assy.

Thanks for the videos. 20:14 it's called selective fitting 24:43 called torque to yield 41:21 cam ground similar to ordinary pistons

The big holes on both ends of the head are for incoming cooling passages. The holes at the exhaust side are exit cooling passages. Depending on your demand for coolant extraction, turbo or non turbo, you can plan your cooling system accordingly.

I love the left right bank replication. Ford has defiantly had a history of good design interchangeability between engines.

As someone who specifically works with ignition systems (albeit vintage ones) I’d love to know more about how these plugs are driven? Is it a multi-spark driver? Timed multi spark? It’s a system that often gets ignored, until it goes wrong, but I’m dull enough to find it interesting 🤣

Excellent, pls. put up the math behind. The oscillations, the resonance peaks and gaps, the octaves of the „sound scale“. The rpm equals power. How to get 900 HP out of a 3,0 V10 vs. 480 HP out of a 3,0 V8. The DFV was a very good engine and still is. The DFV made F1 affordable and competitive at the same time. Until the turbos came out the DFV was the best thought-trough design with all necessary auxiliaries. It was competitive right away. Understanding rpm and power it‘s so important and I‘m glad you started with details and interdependencies. Marco Illien was the designer of the Mercedes V10 which lost to Ferrari in 2003. The lubrication and the cooling got out of whack. I’m glad you sum up what belongs together. Pls. make book recommendations and explain what to start with when designing an F1 engine. More important, what are the typical parameters for particularly competitive F1 engines. Keep doing what you are doing, that’s awesome.

What is a typical rod/stroke ratio in a F1 V8 and V10?

Was there significant changes in the DFX heads or was it just a short stroke version of the DFV? I would love to see a similar examination of a Offenhauser a it was reported to be extremely difficult to cast and with the head being integral with the cylinders it was complex. Reportedly only one foundry in Oakland California cast all the engines and that was over a period of some 34 years. Other shops tried. with the factories encouragement to produce them but none were ever produced that were usable.

“Mightn’t” not a word you hear in America every day.

I wonder if that grove on the inlet valve has an anti-reverse effect. I suspect it would have more of an anti-reverse flow, effect increasing low rpm torque.