How Maserati's Brilliant MC20 Engine Works - F1 Tech In A Road Car!
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- Опубликовано: 3 июн 2024
- The Maserati MC20 Nettuno Engine Uses Pre-Chamber Combustion Like Formula 1 Cars!
Every cylinder has dual chambers, dual spark plugs, and dual fuel injectors!
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The Maserati MC20 Nettuno Engine uses dual combustion chambers, dual spark plugs per cylinder, and dual injectors per cylinder. It's packed with innovative tech, sharing commonalities with F1 pre-chamber engine technology. It's a 3.0L, twin-turbo V6 engine making 620 horsepower and 538 lb-ft of torque. The prechamber technology allows for greater power output by reducing engine knock. Watch the video to learn all about it!
Maserati Nettuno Press Release:
"The new power unit has a V90° architecture, with a 3-litre, 6-cylinder twin-turbo, and features a dry sump (a classic solution on super sportscars). It delivers 630CV at 7500rpm and 730 Nm of torque from 3000rpm with a specific power output of 210CV/litre. The compression ratio is 11:1, the stroke is 82 mm and the bore 88 mm.
The soul of the engine is the innovative pre-chamber combustion system featuring twin-spark plugs. This technology is derived from Formula 1 and is now available, for the first time, on an engine destined for the road.
The engine has three main features:
The pre-chamber: a combustion chamber is set between the central electrode and the traditional combustion chamber and connected by a series of specially-designed holes.
Lateral sparkplug: a traditional sparkplug acts as a support to ensure constant combustion when the engine is operating at a level that doesn’t need the pre-chamber to kick in.
Twin injection system - direct and indirect: linked to the fuel supply pressure at 350bar, the system reduces noise low down on the rev range, lowering emissions and improving consumption."
Source: www.maserati.com/internationa...
Related Links:
Nettuno Shares Ferrari Commonalities - www.roadandtrack.com/new-cars...
MC20 Engine Patent - patentscope.wipo.int/search/e...
MC20 Press Release - www.media.maserati.com/en-ww/...
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This a beautiful demonstration of the latest advancements in how mankind can control fire lol
Only took us about 300.000 years to get to this point.
Small fires. Very small, frequent fires. Nothing like California
*Insert caveman spongebob*
Fire-benders and the chambers of secrets
Same with guns haha
Shooting flames into your combustion chamber = efficient
Shooting flames out of your tailpipes = not efficient
Yeah but flames 🔥 out the pipe looks 👀 cool.
@@WarriorsPhoto yes if you have a disorder
Debaditya Saha Disorders are good. (:
@@debadityasaha1684 No disorder required. It looks cool.
@@WarriorsPhoto they look cool when done on purpose. When they come out of my 70s car while carb tuning, not so much.
i guess i know what ferrari's engineers were working on instead of sf1000
Darchan Darchan spark plugs must wear off pretty quick
I mean, how can a team drop so far down the grid in a single year without even a major regulation change? It’s baffling to say the least.
It’s been tough being a Ferrari fan 🤦♂️
Makes sense rightfully and I bet they’ll be using this.
@@Esco4Lifeee They where cheating before... Well bending the rules might be more accurate. FIA clarified to Ferrari what the rules where and Ferrari lost 40+hp.
They built a high downforce car because they had good power to compensate for the drag, then they lost power and the high downforce setup was not optimized for that. FIA also blocked further large changes due to Covid, stifling any major fixes.
I think Jeremy Clarkson once said that when Ferrari are doing good in F1 their road cars suck and when they suck in F1 their road cars are good and they seem to have been busy updating their lineup.
Intro killed me.
Didn't notice the sarcasm til I heard playdough 😂
So you believed the heaven's emergency blanket technology?
Moron.
Amazing. I've learnt more from this channel about engines than my graduation in college.
It's like doing engineering after becoming engineer.
Nothing to learn at graduation other than enjoy the day and receive your diploma, take pics, and maybe lunch
If an engineer doesn't know what he got engineering in then there is a 99% chance that he graduated from India
What was your engineering degree in?
That's always the way with anything you study. When you finish your studies, that's when you learning begins, not ends.
I'm glad you referenced the Honda CVCC technology. My 1978 Civic was so efficient due to the cylinder head design, it could get real world mileage near 40 mpg, and the emissions were so low, the car didn't need a catalytic converter. Literally the last cars sold in the US that still could burn leaded gas. And they achieved that efficient combustion even with an analog carburetor. Kudos to Maserati for pushing the efficiency of internal combustion engine design.
What kinda horsepower? I hit 47-49 mpg in a 2 liter turbo diesel motor in a car that weighs 3400+ pounds lol. I feel like you might have had 40 mpg but not very much power to play with
@@DarkAttack14 This is why you have (need) turbocharging. TJI as an NA engine limits BMEP, but it allows much greater BMEP with turbocharging w/o detonation. So - higher Cr +boost = smaller displacement better power/weight and greatly improved efficiency AND power. BUT, this is limited by high oxygen catalysts disfunction for emissions certification.
@@billl7551 diesels don't detonate though lmfao. Pretty much impossible unless you were to inject right into the intake or something
@@DarkAttack14 Sorry for an unclear post - -but happy it was amusing 🙂 I was referring to limitations of spark ignited engines. Diesels can and actually do detonate, but it is controlled(eliminated) by injection rate limiting so the burn rate is controlled by injection rate. The idle clatter of old was due to rapid injection of all the (idle) fuel and sudden heat release of the entire charge. Now, there is a pre-injection, (called pilot) that becomes the fireball for the main charge. Detonation will produce rapid rate of rise in combustion pressures and eat piston crowns. Not widely know by the public.
@@billl7551 diesels do not detonate unless in seriously bad condition. detonation refers to ignition before intended which can't happen in a motor that doesn't inject until intended lol now if you're running an old style Bosch VE pump and your timing is way off yeah you could detonate.. Or in a common rail motor if you have oil introduced to the intake from a blown turbo! Even in an old diesel motor with one single injection event it doesn't qualify as detonation
Hello Jason, have you ever thought of doing a series on F1 engine tech? I've always wondered what are the details on what makes F1 engines special. Great video!
short stroke engines
Skip that. I want to know about MotoGP motorcycle engines that are getting north of 350hp/liter on normally aspirated light weight engines. Yes, pneumatic valves play a role but that is a crazy power to displacement ratio.
There is a bloke on RUclips who did a tear down of an F1 intercooler he bought. It was really interesting.
@@Outland9000 PeterBjorck
@@Miata822 They are a bit smaller, races are shorter, the tolerances can be ridiculously tight and possibly the stroke can be a bit longer compared to an F1 engine. I would imagine its just a factor of reliability vs efficiency. Im sure one or the other can get 500hp/l for about 10 minutes.
The twin spark plugs and their timing is fascinating. The prechamber with its fixed orifice sizes may have an ideal precombustion pressure differential to the main chamber for best efficiency. Lighting the main chamber plug first would build some preliminary pressure to "stuff" more air and fuel up the prechamber. In theory at least, that could bring the prechamber pressure up around what it would be under higher loads, in essence increasing the precombustion discharge velocity back into the main chamber again. Like a high tech hiccup haha.
No need to worry about longevity, most Italian cars get driven about 500 miles a year. Great video once again
"A car that was developed in the heavens, using emergency blanket technology" Hahaha
This guy is so smart that his white board writes the explanations itself out of pure respect.
Much love, your friends at Rev Media!!
And he explains so logically that even non engenireers understands
The real reason the main chamber spark plug exists is at low loads, the piston cannot "compress" the mixture into the prechamber. A piston is actually getting sucked upwards at part throttle, and then at TDC the mixture may only reach atmospheric pressures. The engine simply wouldn't run smoothly or at all at part throttle.
Maserati: Yeah we needed two spark plugs
Alfa Romeo: Anytime my guy :D
Nicholas Briozzo someone explains lol
@@yiwanye1221 I think he refers to Alfa's 'Twinspark' technology. They also used two spark plugs per cylinder, although it wasn't as advanced as this.
@@JakubW Having tow spark plugs and having pre-chamber with additional spark plug are two, different things. And I think there were engine with even more spark plugs.
@@Stasiek_Zabojca I know that, but I don't think Alfa ever made an engine with prechamber. Or did they?
Mercedes: "Oh, that old technology from the 90's"
Oh, how great this technology would be in NA V12. And oh my, I'd like this combined with Koenigsegg valve system.
Btw, great video, thank you!
About a year ago patent drawings of a Ferrari V12 appeared on internet. It also had pre-chamber and an additional conventional spark plug. I guess Maserati were granted the premiere...
I agree
@@WilfredVeltman Or there will be a Maserati using that engine as well, just like with enzo and mc12
It'll be combined with "MultiAir" - which is Fiats established take on a camless engine.
MultiAir is a hydraulic system, while the Freevalve from Koenigsegg is pneumatic, if I recall correctly.
@@alfisti93 Multiair still needs a camshaft.
Yamaha also had a couple forms of pre-chamber tech in the 80's with 'YICS' and 'YEIS'
Good to read and was it reliable?
I have a 86 maxima 500 engine Im trying to get started. How much do you know bout them?
Sorry I have a mind of my own.
@@dakotavaughan6488 For a DIYer im fairly proficient with old carbed bikes. Most of these old bikes just have carb issues, once you rectify those issues they run pretty well. Check easy stuff first like spark to all cylinders, make sure fuel is getting to carbs, and every possible carb setting is set to factory default (with the hope that the bike jetting and airbox is stock) etc before you tear the carbs apart via a YT vid or shop manual
@@dakotavaughan6488 keep that stock airbox if you wanna ride it
Pre-chamber exhaust gas clearing was my first concern when I saw this: there must be some shock wave effect that scoops exhaust gases out before the next cycle, because as the piston goes up that air does not seem to be expelled through the exhaust valves. I suppose dirt accumulation may be solved with a simple cleaning mechanism during periodic maintenance when the spark plugs are replaced - huge advantage of having a small and simple pre-chamber, around the same diameter as the spark plug!
Easy to clean during service was my thought. All it would need is pull the plug, a squirt of solvent/fuel and a (maybe brass) wire brush shaped to suit the chamber in a power drill (or similar). Owners of these sorts of cars are going to get them serviced regularly and are unlikely to do huge distances so it's no big deal.
@@Shaun.Stephens they will also rev the arse off the engine which will help. If you were just town driving I think it'd have a problem, although it still has the second plug so it should still run until you can open up the taps.
Putting on my Engineers hat, I would say that some detailed Computational Fluid Dynamics (CFD) would have been carried out to analyse this very issue. Also, remember that the fluid being forced into the pre-chamber is an air/gasoline mixture. All gasoline fuels contain some detergent additives/effectiveness in order to clean soot. Combined with the fact that the velocity of the expanding gas jet from the pre-chamber will be relativity high, thereby aiding in the cleaning of any soot. However, as the pre-chamber is so small 10-> 15ml and the jet paths are quite narrow, I would hazard a guess that there may be some long term issues.
@@anthonycanalese2142 , that Is exactly what happens, but if you think about It , wall wetting Is what produces soot.
So there should be the problem of soot depositing on the prechamber nozzles.
But since you are burning everything with the flames you dont suffer of soot nucleation around the prechamber.
The main problem here Is temperature an pressure at Turing.
so probably in future we Will see diesel like pistons(stainless steel).
@@robertolucignano3495 With a super lean burn will there be much/any soot?
I loved the sarcastic intro!
I also learned something, so there's that.
Keep up the excellent work, Jason!
F*** that s*** home well you need to be president.
It's already happening, The ICEngines have become nostalgic so now as one would appreciate a fine watch we now appreciate the complexity and beauty of the Internal Combustion Engine with different eyes. I hope we keep innovating ICE.
Love your content stuff. Thank you for all the work you put into explaining this to us.
You make all of the high-tech engineering so accessible, so easy to understand and your enthusiasm is joyous! Thanks very much from across the pond 👍😎🇬🇧
My biggest concern is also cleanliness of the pre-chamber. It will be interesting to see if the difference in pressure, especially given the volumetric difference, will be enough to keep those tiny little ports clean.
This sounds like another brilliant Idea to reduce the reliability of a Maserati further.
😂😂😂😂
I agree. After 5000 miles the engine will need a service costing a ridiculous amount of money.
Thank you. You answered all my questions about engines using precombustion chambers in one video! Pretty good!
Always look forward to learning from your videos !
Would love to see you do more F1 videos on their engineering and overall tech.
It's amazing how much power we are getting from smaller and smaller displacement.
Its also amazing how expensive these vehicles are getting every year
@ufster81 actually it does have to do with displacement and transmissions. Torque needs moving parts. Big moving parts.
thereissomecoolstuff gives new meaning to term " there's no replacement for displacement."
I believe this MC20 has the highest HP/L out of any non-hybrid production car ever!
@@thomasmullins1783 and ironically, this car starting at $200k is actually considered a relative bargain among the European exotics. I'd love to buy something nice, but the prices have ballooned. Grr!! The logical choice is the C8 Corvette, but dammit... I want that je ne sais quoi. I've yet to find a car at any price which brings back the passion I used to have when I was younger... the irony.... when I had no money I had a million wants and desires... now I have money but no desires. First world problems, I know, but curious if anyone else is in the same boat.
I feel like we haven't even scratched the surface of how efficient gas engines can be. Just think of all of the engineering advances we've witnessed in the past three years with engine technology.
Cars have advanced more since 1990 than they did in the 100 or so years prior.
With F1, they had achieved well over 50% with hybrid configuration. They scrape every single waste kinetic and heat energy as much as possible.
I love your viedos so much! The first thought after the explanation of the principle, was how the pre-chamber will be cleared. Thanks for the last point on the board.
I've been meaning to thank you for sometime. So, Thank You for your terrific videos! For those of us who admire [but don't fully understand] engineering, your presentations are easy to understand, and very entertaining! And by the way, I just bought one of your tee-shirts! Wishing you continued success as you carry on with this endeavour. Kindly, Graham Steen.
I got caught up with my college work, so I get to watch this video. I was saving it as a reward.
plot twist: you learned more from this video than your college work
@@UltimatePwnageNL
Lol
As to your curiosity of how much leftover gas gets re-compressed in the prechamber on thw next cycle: The % of re-compressed gas will be (volume of prechamber) / (Total Cylinder volume) + (some inefficiencies from the gases not being perfectly mixed at all times) which I assume would be pretty small.
You are one very smart engineer that is still so very gifted in breaking it down in easily understood terms.Thank you.
Super cool dude! I'm just a simple mercedes certified hybrid mechanic but these top end tech road car videos always impress! Thanks for the insight into other brands emissions tech...lol cause thats all it is at this point! Even as a potential higher end "shade tree" with no shade mechanic its good to know how little I can really do... ask HumbleM! Can't wait to start my own lowryder shop!
Fascinating technology, straight out of the diesel handbook - lol -.
------ ___ diesel's can be ac/dc ....both 2 stroke or conventional w/same fuel
Yea this made me think of IDI diesels
@Altair IV 60's? Try 30's. Caterpillar was using this tech before ww2.
that is what i was thinking too they have a pre-chamber too
@@octane613 The worlds first diesel engine, built by Akroyd-Stuart in the 1890's, used similar.
My boy Jason keeping me on my toes with the new technologies. I appreciate your videos bro.
Thank you for providing us with this information !
Port injection also cleans the backside of intake valves which DI alone can leave them caked with giant gobs of carbon requiring regular cleanings.
- edit -
The reason I commented this is because I was waiting for EE to list this
as one of the benefits of port injection, but he never said anything
about it which I thought strange given his usually thorough explanations.
cleaning is only needed every 100k or so, but an oil catch can can solve that
They can get caked with gunk long before 100k on many DI cars.
lol anyone who judges maintenance interval by distance driven doesn't know much about cars.
@@ejv0wjc08gtsnoj0 Agreed, how do you judge maintenance interval? I have an OBD2 reader which measures the amount of time the car has been driven at each engine RPM. Every time the car is turned off, I enter those as inputs into a function I've derived, and once the output of that function hits a number that I've pre-specified (which is based on the minimum time the relevant components would be expected to fail if constantly driving at 80% engine load (which in turn is based on a variety of materials and structural analyses, among other things)), I perform the maintenance. It's so much more intuitive lol I don't know why more people don't do it.
cb350f actually with Maseratis, its a once a year oil service interval. Don’t know what the Netuno uses but the V6 in the Ghibli uses a 7-9gt oil pan, and they use 5w-40 synthetic oil (less coking that way especially in turbo’ed engines.)
If you figure the average use of any car is about 12-15k per year, is one of the longest service intervals I’ve heard of, next to the Chevy Volt which has to tell you when to change the oil by remaining service life. After 6 years of ownership, still haven’t replaced the spark plugs (mainly cuz the engine is hardly ever used), no 30,000 mi plug change.
As far as time change automotive items goes seems is a better interval, plus Maserati has GT and Indy car test results. Average drivers are easier on Indy cars.
And would rather service my car before it breaks, than trying to find a ride home.
"I guess I ran out of facts..." on the white board! LMAO.
I saw that too. I don't believe it.
I think he ran out of white board.....
@@aircates Nah, he wrote his facts too small and then had an empty space he needed to fill.
Oh my gosh, Bro... I just watched your "why cars backfire" video.
You had such a baby face! 👍😎
Thanks for all your engineering explained content. You'll never run out of amazing tech to explain to us. Cheers!
respect for the video, the details and the way you explain all!!
Remember when cars had more than 6 cylinders?
*This message was approved by naturally aspirated gang*
turns out there is a replacement for displacement.
forced induction gang. ;)
remember when cars had a rotary engine?
@@lucys8287 remember when cars had 2 stroke engines? 2 strokes are actually incredibly efficient but the emissions are terrible
@@allenlin6169 I Wonder What Could Humanity Actually Achieve With Today's Technology.
@@allenlin6169 For All Of Those Comments Said.
Hey Jason
Don’t know if you have seen two stroke stuffing’s videos on his two stroke engines. Would be great if you explained what gives his engines so much potential. Cheers
Can you give a link? Would love to see it😊
Thank you for explaining all this. Power, efficiency and low emissions. Looks and sounds great!
Great video!Great lesson! Great work!
Jason, I am glad someone else understands these facts and presents them in simple terms.
This makes sense and I felt empowered listening to you.
I'm no brilliant chemist, but the spray pattern of direct injector is throwing fresh fuel directly at pre chamber (I imagine you could work this out with flow bench to some degree and then multiply piston compression subtract polar bear faeces / mince pies)
Great presentation!
Congrats, Mate!
Very interesting design. Keep up the great videos.
I bet the spark timing on those things are wayyy advanced relative to TDC
The lil graph at the bottom is pulled from the patent (and the torque curve actually lines up perfectly with Maserati's stated torque curve). On the patent, they show timing around -30 to -15 degrees (bTDC).
@@EngineeringExplained Seems actually relatively mild. -30 for cruising and -15 for full load i assume. The -15 on full load is relatively spicy, but hey new efficient engines and all that.
@@detaart -15 on a 11:1 turbo with street gas... thats amazing
@@MitchRichard65 It's not super crazy, but it is quite good. Until we see this engine in the wild, we can't make assumptions. We don't know the boost, expected charge temps, etc. And also ... modern engine management always targets spicy timing, but most of the time, in the real world, also pulls a lot of timing all the time, so ...
Are you saying -30 as in 30 degrees ATDC? 😲
A Honda CVCC for the new century
Maserati 3.0L = 630 hp
Nissan 3.7L = 320 hp
lmao at asian engineering
@@ivangamer8022 you know what is a turbo engine and what is a natural aspirated engine... Well I guess not...
A fitting profile picture for a guy that can't use google.
I was thinking Honda CVCC+Nissan NAPS-Z (dual spark plugs per cylinder).
Well done for the very well explained lecture😊😊 keep it up and going.
I love these videos. Thanks for making them! 👍
3-way catalysts as found in road cars actually need a mixture that oscillates on either side of the stoich ratio to work properly. Current engine control systems are capable of maintaining a near perfect stoich mixture most of the time, but that would reduce catalyst effectiveness.
How do they avoid knock with two combustion points?
Excellent episode, explaining a fascinating technology! Well done. :-)
Very nice video. I share your concern about not only the complexity, but the durability over time WRT the combustion chamber.
Having the combustion travel through approx 1mm holes seems like it would foul up without regular cleaning of the orifices during maintenance.
There is probably enough compression and then enough force with combustion to keep the prechamber clean.
Agreed, unless they include some sort of blow-through venting/valving, this is going to foul up for sure. You really can't force fuel/air into a closed-end tube, and you also can't properly evacuate a closed-end tube. This concept is missing some technology to make it work as conceived.
now these days litreally so many small engines are being used in very fast f1 cars with awesome tech
Maserati 3.0L = 630 hp
Nissan 3.7L = 320 hp
lmao at asian engineering
@@ivangamer8022 Stop spamming this.
As usual, you are the only one who is able to explain the things correctly! Too much confusion and wrong explanations about pre-chamber from car magazines, youtube and so on. Great video for a great engine!
Another great video jason
I wonder how the carbon deposits buildup will affect this new system 🤔
yeah. It also sounds wayy too complicated and easy to fail
If history is anything to go by then they will be maintenance intensive and expensive to keep in trim. But hey, it's a Maserati! Anyone buying one of these already know they have to keep a good mechanic on speed dial. It's much the same with any of the classic high end European super car manufacturers. Their engines are often technical marvels of precision and aesthetically pleasing design, but also need to be serviced regularly to run as they are supposed to.
Just take the plug out and clean it.
Scientist Walter I was thinking the same thing, but with an orifice size of 1.8mm ... how effective are you gonna be at clearing out the carbon deposits?
Regarding carbon in the pre chamber, they might be getting hot enough to burn off carbon deposits.
Thanks for being you! Knowledge is power.....
Dude, please keep going with the comedic rants, love it. (the intro)
Seems like active is overall better and just needs a re-designed cat.
why was it bad for cat again? i just heard it was bad
nvm i just googled why lean is bad
@@Eduardo_Espinoza For what I understand, it causes the exhaust temperature to not get high enough. The cat need an especific temp to work properly, too low it clogs up, too hot it brittles.
@@brunocorrea6010 i guess my comment got shadow banned
@@brunocorrea6010 this, is my 4th comment
Using the right materials with a passive design is better than active combustion, in general. Reliable, robust, outweigh upfront cost (which is way overblown so they don't have to do the work).
Commercial turbine engines don't need a catalytic converter and end up beating ground vehicle emissions because they use lean mixtures with small droplet sizes, which means high droplet boundary temperatures (where the ratio is near stoichiometric) are less common and produce less NOx, which is an endothermic reaction.
A Maserati with twice as much going on? I don’t see anything that could go wrong with this (sarcasm)
Seriously. ANYONE who has been around and seen what a normal Maserati looks and runs like after a couple years would know better than buy this. The engineering might be great but the electronics and transmission and quality of construction are going to kill any good engineering. Back in the 70's they were considered poorly built wrecks but still cool. What does the name "Maserati" really bring to the mind of a new buyer who is below the age of say 40?
@@flyingvengeance when I lived up north, I barely saw them and thought they were... meh. One of my co-workers had a Quttroporte(?) which he loved but didn't do much for me. Now that I'm in the sunny South, I see them everywhere... like tons of them. To me they represent a level of exclusivity a bit beyond BMW/Mercedes/Audi. Their styling is very sports-influenced, which is nice. From a reliability perspective I have no idea, but reliability has gotten so great lately it really doesn't matter that much unless it's something major. But what do I know... I have an MC20 on my mind while I'm solidly a Tesla guy now and will probably (realistically) getting another Tesla. The way they drive on the street is just perfect, but on the track I obviously prefer ICE ;)
It almost looks like a little piston switch. I'm halfway thru the video but that's a cool setup they got! I'm in love with the Maserati mc20 already anyway!
Thank you, what a great video! I am about to buy the MC20 and wanted to break it down to the smallest detail. Given this, your video explains one of the biggest questions - why on the videos of the car the RPMs fall so slowly. Right now, I guess its could be ECU strategy for either warming up the catalytic converter (the car has just started and the test pilot gave it revs) or it could be emission/noise strategy for vehicle being stationary (like Porsche, which opens exhaust valves strictly under load when moving). The engine doesn't appear to be so "sluggish" once it gets going doing rounds around Modena square.
One thing I couldn't understand was how the pre-chamber ever gets its fresh fuel/air mix in, as all I can see is the persistence of spent fuel/air/CO2 inside the chamber once the spark has occured!....
Then you finish by saying exactly the same thing!!!
Hmm so maybe that's intentional? I agree that in the exhaust stroke there will be burnt air/fuel mix inside the pre chamber. However, during the intake phase, these should all be sucked out into the main chamber and get mixed with the fresh air/fuel mixture. And because the relative volume of the pre chamber is so small, the amount of burnt air/fuel mixture should not be too much to cause a problem.
@@ImaadAnsari Absolutely. I can't imagine the ratio of the precombustion chamber to total cyclinder volume being high enough to have to worry about refreshing the gases beyond what expansion and compression already do.
Yeah i too have same questions.
@@SvdSinner he says it's 0.3%
Maybe it's Maserati's secret. Of how, when and how much by doing whatever. So that the germans don't copy Italian tech... again, and again and again etc. At least not so easily.
So glad they care about the environment 😉
They are forced to care.
Man made climate change is a scam, go look at co2 released from plankton
I just want my 8000+rpm 4 cylinder Hondas back
GREAT INFORMATION
I'd think cleaning of the prechamber would be part of the routine maintenance, spraying in a cleaner to break down carbon deposits at every service
That intro lol
I upload similar content just like this one
Begs the question: How much more efficient could our cars be if emission compliance was not in the equation?
Probably they will be less efficient, because there is no need for making an engine efficient if they dont have to comply with emissions, just throw a bigger engine or put a turbo instead of making it more efficient.
Any way, the efficiency will be arround 50 % look at the Mercedes F1 engine, is the most efficient car engine and formula 1 cars don’t have to comply with emission. The incentive for making an engine more efficient is better use of se gasoline more than just making pure power.
Matias B he was talking about FUEL efficiency...the mercedes engine you mentioned has 50% THERMAL efficiency...in order to create more power, but still comply with the rules that F1 proposes...two different things my friend
Rick well my friend, in that manner you right.
But in order to make a car more fuel efficient it has to improve its thermal efficiency, so it can extract more power/energy out of the gasoline. The emissions sistems makes a car less efficient because they produce loses in the combustion cycle, so the engine extract Less energy from the same amount of fuel, for example rich mixtures for reducing temps
lean mixes for reducing CO2 or dumping crude fuel in particulate filters.
Any way, I was think in an other thing when I read Loomies question, but referring at what he really asked, the answer is 10 to 20% I have friends that ripped out the emission systems and thats what they gained.
And how long you can live without the ozone layer
Don't think for a second that the government does any long term research the don't care.
I'll take one of each!!! Nice engineering!
I feel like this is the weather man who chose the right career. I love this channel
Hope Mazda sees this for the Rotary.
Give it up, rotary is dead.
@@CaseAgainstFaith1 never
Lmao dream on kiddo
CaseAgainstFaith1 maybe but we’ll never give uo
Mazdarati
1 question: after a while, carbon builds up in pre-ignitiom chamber. How to clean the chamber?
Buy a new car
Great content 👌
I would imagine if periodic cleaning was required they could put a cleaning fluid/tool through the prechamber plug and evacuate the cylinder fairly effectively through the main chamber plug at specified service intervals.
If it was near tdc on the intake stroke at the time you could easily get very high airflow rates through the main chamber plug hole to flush and remove any debris.
You can simulate soot/carbon deposition on the surfaces of the pre-chamber.
It will take a while to set up the simulation and then it will take QUITE a while to run said simulation (and to make sure that the simulation itself is stable and converges), but other than that, you can actually get at least an analytical answer to your curiosity/question.
(There are also ways to accelerate the soot/deposition models once you know what the fluxes are as well.)
Well, the question is usually: are the simulation results accurate? Once you introduce some pretty complex flows and combustion into the mix as in a combustion chamber, I would guess the answer is no.
@@Finnspin_unicycles
That's what the calibration, correlation, and verification tests are for.
You'd be surprised at how accurate the simulations are.
(How do you think Maserati came up with this in the first place prior to cutting steel?)
@@ewenchan1239 I know how accurate (and inaccurate) CFD and combustion simulations can be. But those are very well developed and have decades of research and comparison with the real world behind them.
Soot deposition in quite complicated flow situations? Not exactly an established field where reliable results can be expected.
@@Finnspin_unicycles
"Soot deposition in quite complicated flow situations? Not exactly an established field where reliable results can be expected."
Search for SAE/JSAE papers on this topic and you'll find what you're looking for.
(They've been doing soot deposition in vastly more complicated flow situations than this. This is "peanuts", in terms of complexity, relatively speaking.)
Again, read the SAE papers/publications and you'll find what you're looking for.
1970's Mercedes Benz diesel tech coming to gas engines.
Many more manufactures were doing a prechamber/swirl chamber as well. Peugeot for example and even VW for a time.
I believe the OM621 engines were even older...
Preach it brothers! (Owner of an '83 MB 300D with an OM617 here)
I was thinking this and Benz used it well. Hope it works well in a gas powered engine.
every single manufacurer of diesel engines were using this before the common rail becoming the norm.
Anyone else just going back and looping 0:15 to 0:35? No? Just me. Mmmm-kay.
Always nice to see you videos. I learn so much weird and smart things.
What about Wasted spark? What are the benefits and how?
Excelent video
Combine that with atkinson cycle and bam you've got the most efficient car in the world
You forgot Freevalve 😉
@@Duskconqueror ouh damn you're right. And opposed pistons😱
"I guess I ran out of facts"
Me: Wait, that's illegal
Great video and info, many of the comments on the other hand...
you explain beautifully 😍, love you 🥰
*Nah, it's gonna be slow If they are using Scuderia Ferrari F1 tech in engine.*
Always s🅱️inning on the Italian roads
@@RenanBorges96 s🅱️innala
@@Jupiter__001_ S🅱️innastian Vettel
it is slow lol compared to other cars in the same price and performance range. The only cool thing is the use of so much cf
Amazing
Another engine with 60k miles lifespan :)))
truth..what could possibly go wrong
It's a supercar, most will never be driven that much
My thought is to make the prechamber bolt in, either as part of the spark plug or a separate piece. It would make it easier to service and replace, and prechamber cleaning could be made part of the maintenance schedule. Of course, Maserati, so more likely to be cast into the head and require head service every 20k miles to clean.
You questioned the same thing I did. The pre chamber build up. Now the 6.9 IDI and 7.3 IDI diesel engines used one. I never heard of build up problems only damage due to starting fluid.
I bet 2 months after purchasing a car with this engine it will have breakdown like a epileptic kid in nightclub
Currency, when the dealership informs you that the component is not covered under the very limited warranty.
nice video jason
:) love your content! And at the very end, mentions an EV version, :) you know everything we like.
Of course those holes leading to the chamber will never clog with carbon build-up causing misfire, because italian.
All that technology when the simplest way is electric motors .
Seriously why even go there why even play that .
I don’t hear you over my V8😉
You call that efficient? HAH!
Check out my anti-gravity Space Ship! Who needs an engine when you can glide trough the universe?
@@lancemason7911 only hipsters who have gender identity issues have EV's
@@ssaini5028 wow,calm down cowboy. I believe you should see a therapist if you have such an anger. Or at least do some reading on stoicism.
@@ssaini5028 this "hipster" has an EV (Tesla) as his daily driver and I'm telling you, it's the best car I've owned to date. Another way of looking at it is that we EV owners aren't so insecure that we need a slow V8 to prove we have our parts intact ;)
The pre-chamber not clearing out would essentially work like an EGR. The combustion products remaining in the prechamber that didn't exit with the jet would mix with the new air-fuel mixture being compressed in. This would reduce the O2 in the prechamber and probably reduce the NOX generated.
i like his videos they bring me back to the shcool days i feel like a kid sometimes haha