I worked at a foundry straight out of highschool one summer. They did aluminum on one side of the place and Iron on the other. I worked on the iron side and that stuff was so heavy and so hot. It would splash like water when the dude pouring it from the bucket into the mold missed the hole a small amount. My job was to place the weights which was like a heavy iron cage that weighed about 100 lbs onto the molds before he would pour the liquid iron into them. The weights would support the mold on all 4 sides and press down from the top to keep the mold from splitting open when the liquid iron was pouring in. This all happened on a steel belt that would neve stop. Grab the weight with the hook and lift and run it to the front of the line, drop it, run back to the end and grab the last one again and get it back to the front once again. At the end of the belt the mold with the now hardened but still glowing hot iron would fall down onto a shaker table that was full of quarter sized holes. This would bust the mold allowing the product to come out while the sand would fall through the holes and be brought back the the front of the line to be turned into a new mold. It was like purgatory amd would never stop... ever.
Very interesting, I am allways surpreised how core molds are made, specially in the pre-CAD era, really a "black magic" because the mold maker need to think constantly in "negative" to make a piece, thanks for doing all you do with these F1 parts, I really learned a lot with all your articles in the various F1 engines, and I hope, some day, I can include some of these F1 tecnology in my future Racing engines.
What a nice comment, thanks for that. Agree...thinking in the negative or double negative can be difficult...especially if text is needed on the core parts or castings!!
I worked at an investment casting foundry making parts for the hot side of plane engines. As you can imagine, wax isn't the most dimensionally stable material. The lengths we went to keep the patterns dimensionally accurate in shipping were extreme, but still often the cause of issues. I figure you'd enjoy seeing some of those parts. Been making parts for 40 years that still blow people's minds, and only think is possible with 3d printing
@@importanttingwei7747 Machining the geometry I'm talking about is an impossibility. And even still today, most flowpaths aren't machined, just isn't necessary or practical. And for features that are machined after casting, you still need to be accurate within the casting allowance.
As somebody who hasn't really had to deal with casting but who has done a lot of metal 3D printing it's interesting to see the differences and similarities. Things like induced stress from large differences in material section are the same, but extremely thin walls and tiny passages are super easy when printing vs. casting. I would assume that a lot of modern F1 engine components, including in the engine, would be metal 3D printed instead of cast.
I was lucky enough to see and feel the V10s and V8s at full song in Indianapolis several times. I think someone hit 20k in practice but who knows. This is great
Like the way of using resin to determine the chilling of the casting . From what I remember the pattern maker I knew used a green fine sand for delicate parts and also used a binder that set with the introduction of Co2 gas into the unset cores . Back in 2006 I purchased a Z-corp 3D printer for doing DFV components and small lost wax castings this used maize powder and a starch based binding agent . Agree the pattern making industry took a big blow with technology like that . BMW E36 M3 and E36 GTR race car owner here . S50 and S54 engines are superb . Induction roar with a carbon air box is unbelievable especially when your on the pit wall / straight . Hate to say it but sounds nicer than a BDG through the forest back in the day 😇👍
Cheers 👍 I think your content is so interesting. I’m sure there are tens of thousands of viewers out there for you . Ps love your morals regarding bad comments etc etc 👍🇬🇧
I really appreciated all the technical information that this guy has provided about F1 engineering and technology. But i must disagree that today's F1 isn't the pure the F1 of yesterday. Evolution isn't pretty or straightforward, but it is progress. I also think that Senna would've loved and enjoyed driving today's F1 machines. He probably would've still be racing. I also think todays cars are indeed just as beautiful as the past cars.
Brian doing us dirty by not being interested in modern F1 ... I hope we get to see Hart's monoblock 415T also in the future. Can't wait for the next episode...
I appreciate and agree with you, with regard to the technological state of F-1 today as compared to the era of pure ICE. Also, thank you for sharing your perspective as a pattern maker. The entire foundry end of executing technologies, has gone largely unsung, and is rapidly becoming a lost art, though I don’t believe will ever be replaced entirely by CNC 3D printed cores, etc.. I suspect that much of the real leaps in F1 technology are the result of 3D metal printing, for the ability to make parts that can’t be made by other methods, to include incorporating metals generally regarded as exotic, as in the printing of inconel exhaust components.
@@EngineeredtoWin I just read the patent, they generally use a caustic solution to leach out the ceramic section. I didn't think this was viable for aluminium castings (fine for ferrous) so that's interesting.
Is this why a lot of cast engine parts have a sort of "Waffle", or grid pattern on them? ...to keep them from freezing too fast, and giving a local reservoir of metal for satisfying freeze contractions?
I thought about that...but the clip would have to be trimmed and reversed, and then the audio recorded separated and added over it after...it just takes too long to do.
I mightve missed the relevant part, but does f1 use bottom fill casting? I read that it was a major advancement in casting consistency for bike engine manufacturers.
Is that where they draw/ push the metal up through the bottom while drawing a vacuum from above to minimise oxygen contamination? I’ve seen that done before. I use that tech to drink milkshakes,,, So I tried it with a casting a couple times, but the straw kept melting,,,, I know,,, I’m leaving,,, lol
I'm not too surprised to hear, E30 M3 engine was developed by a single guy. It's a 2/3 of M88. It wasn't so much of a designing, but reducing 6 cylinder engine down to 4 banger.
I worked at a foundry straight out of highschool one summer. They did aluminum on one side of the place and Iron on the other. I worked on the iron side and that stuff was so heavy and so hot. It would splash like water when the dude pouring it from the bucket into the mold missed the hole a small amount. My job was to place the weights which was like a heavy iron cage that weighed about 100 lbs onto the molds before he would pour the liquid iron into them. The weights would support the mold on all 4 sides and press down from the top to keep the mold from splitting open when the liquid iron was pouring in. This all happened on a steel belt that would neve stop. Grab the weight with the hook and lift and run it to the front of the line, drop it, run back to the end and grab the last one again and get it back to the front once again. At the end of the belt the mold with the now hardened but still glowing hot iron would fall down onto a shaker table that was full of quarter sized holes. This would bust the mold allowing the product to come out while the sand would fall through the holes and be brought back the the front of the line to be turned into a new mold. It was like purgatory amd would never stop... ever.
Very interesting, I am allways surpreised how core molds are made, specially in the pre-CAD era, really a "black magic" because the mold maker need to think constantly in "negative" to make a piece, thanks for doing all you do with these F1 parts, I really learned a lot with all your articles in the various F1 engines, and I hope, some day, I can include some of these F1 tecnology in my future Racing engines.
What a nice comment, thanks for that. Agree...thinking in the negative or double negative can be difficult...especially if text is needed on the core parts or castings!!
I'll certainly be watching this later this evening Brian. 🙂🇦🇺
These F1 technology videos are gems! Fantastic Work!
I worked at an investment casting foundry making parts for the hot side of plane engines. As you can imagine, wax isn't the most dimensionally stable material. The lengths we went to keep the patterns dimensionally accurate in shipping were extreme, but still often the cause of issues. I figure you'd enjoy seeing some of those parts. Been making parts for 40 years that still blow people's minds, and only think is possible with 3d printing
That's is why cnc machines were invented
@@importanttingwei7747 Machining the geometry I'm talking about is an impossibility. And even still today, most flowpaths aren't machined, just isn't necessary or practical. And for features that are machined after casting, you still need to be accurate within the casting allowance.
Keep the videos coming. I'm learning heaps.
As somebody who hasn't really had to deal with casting but who has done a lot of metal 3D printing it's interesting to see the differences and similarities. Things like induced stress from large differences in material section are the same, but extremely thin walls and tiny passages are super easy when printing vs. casting. I would assume that a lot of modern F1 engine components, including in the engine, would be metal 3D printed instead of cast.
They are still cast...however the moulds are 3d printed sand.
I was lucky enough to see and feel the V10s and V8s at full song in Indianapolis several times. I think someone hit 20k in practice but who knows. This is great
I’m heading to bed and I see this notification from 21 minutes ago,,,,,
"Yes dear,,, i’m coming to bed,,, in 57 minutes,,,,lol
Haha
For most effective understanding skip backwards from 49:10 during the the curing process. White becomes hot, clear becomes cold. Cheers
Like the way of using resin to determine the chilling of the casting . From what I remember the pattern maker I knew used a green fine sand for delicate parts and also used a binder that set with the introduction of Co2 gas into the unset cores . Back in 2006 I purchased a Z-corp 3D printer for doing DFV components and small lost wax castings this used maize powder and a starch based binding agent . Agree the pattern making industry took a big blow with technology like that . BMW E36 M3 and E36 GTR race car owner here . S50 and S54 engines are superb . Induction roar with a carbon air box is unbelievable especially when your on the pit wall / straight . Hate to say it but sounds nicer than a BDG through the forest back in the day 😇👍
That's a nice machine to own! Bravo.
Cheers 👍 I think your content is so interesting. I’m sure there are tens of thousands of viewers out there for you .
Ps love your morals regarding bad comments etc etc 👍🇬🇧
Surprised they dont vacuum investment cast all the cast bits these days.
I really appreciated all the technical information that this guy has provided about F1 engineering and technology. But i must disagree that today's F1 isn't the pure the F1 of yesterday. Evolution isn't pretty or straightforward, but it is progress. I also think that Senna would've loved and enjoyed driving today's F1 machines. He probably would've still be racing. I also think todays cars are indeed just as beautiful as the past cars.
Another great video! Thanks again
Ep 11 uploading! Thanks for taking time out to watch...B.
Brian doing us dirty by not being interested in modern F1 ...
I hope we get to see Hart's monoblock 415T also in the future.
Can't wait for the next episode...
I appreciate and agree with you, with regard to the technological state of F-1 today as compared to the era of pure ICE.
Also, thank you for sharing your perspective as a pattern maker.
The entire foundry end of executing technologies, has gone largely unsung, and is rapidly becoming a lost art, though I don’t believe will ever be replaced entirely by CNC 3D printed cores, etc..
I suspect that much of the real leaps in F1 technology are the result of 3D metal printing, for the ability to make parts that can’t be made by other methods, to include incorporating metals generally regarded as exotic, as in the printing of inconel exhaust components.
Very informative thank you! How do they remove the ceramic inserts from the waterjacket without damaging the casting?
They just get washed out...they dissolve as mentioned.
@@EngineeredtoWin I just read the patent, they generally use a caustic solution to leach out the ceramic section. I didn't think this was viable for aluminium castings (fine for ferrous) so that's interesting.
Is this why a lot of cast engine parts have a sort of "Waffle", or grid pattern on them? ...to keep them from freezing too fast, and giving a local reservoir of metal for satisfying freeze contractions?
That casting visualisation would make more sense, if video is played backwards. Part would start off white(hot metal) and gradually turn transparent.
I thought about that...but the clip would have to be trimmed and reversed, and then the audio recorded separated and added over it after...it just takes too long to do.
I mightve missed the relevant part, but does f1 use bottom fill casting? I read that it was a major advancement in casting consistency for bike engine manufacturers.
Yes, it does, and will cover that soon as it's probably 2-3 episodes alone.
Is that where they draw/ push the metal up through the bottom while drawing a vacuum from above to minimise oxygen contamination?
I’ve seen that done before. I use that tech to drink milkshakes,,,
So I tried it with a casting a couple times, but the straw kept melting,,,, I know,,, I’m leaving,,, lol
I'm not too surprised to hear, E30 M3 engine was developed by a single guy. It's a 2/3 of M88. It wasn't so much of a designing, but reducing 6 cylinder engine down to 4 banger.
Indeed, but still... look at the dfv even. Would probably take 500 engineers now...
Was that the four cylinder block they used in the turbo era engines? You know, the one the engineers used as an outdoor urinal.