F1 V10 Cylinder Head Cutaway - A Closer Look - Ep 8
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- Опубликовано: 21 авг 2024
- The 8th Episode in the Formula One Technical series, this time covering the Innards of the Brian Hart V10 Cylinder Head.
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Takes a brave man to cut up a F1 cylinder head even if it's scrap, but we appreciate it. 🙂🇦🇺
(FYI the golfball cylinder porting is from Veicomer)
Cutting a wedding cake can often times cost many thousands more John! Cutting a head is easy :) Thanks for the comment, B.
Golfball porting is a solution for a problem you created yourself : too large ports.
I smiled when I saw your inlet tract mold because I remembered the moment when I looked down into the inlet manifold of my 365B Porsche and saw a clear view right down to the back of the inlet valves. I can remember being so impressed that it was a great free breathing design.
Beautiful work & narration. No rambling, pure engineering !! Back in my college days I made many trips to the patent office to research the many designs I had come up with. Sadly I realized there is very little that is unique or original, the only thing that prevented many modern designs was materials science to make it happen. Every part of this is super fascinating. The cooling cavities in the head always wondered about thanks for confirming the designs. That is a lot of work to show & tell my friend !!
Like the oval piston of Honda : patent of 1927 . ......
Thank you for sharing and revealing what amounts to the magic of a era.
So pleased you have started doing videos again . I’m looking forward to the next one on the casting.
The sand cores must have been really fine sand and then sealed . I knew a pattern maker for decades and was Lucky enough to learn so much from him . Everything was done by hand in plywood/ resins. Nothing 3D printed or CNC machined . It is a very very skilled job working in negatives allowing for shrinkage and draught angles and the patterns to make the sand cores . As Brian explains here even referencing the casting for machining is no easy task and allowing for shrinkage and distortion in an un machined state .
I would presume these castings would have been coscast ones / vacuum cast .( although would you want a competitor to know your design?)
I can remember being told about HIP treatment , where if I remember correctly castings were put under extreme high pressure nitrogen that compressed the castings to make them more solid / dense . Be nice if you could explain this in your next video . Absolutely loved this one thank you 🇬🇧👍
While the current engine designs may have moved on light years from this type of layout and design, Im sure there are still threads of this design that have carried through. Incredibly fascinating teardowns. Keep em coming!
Brilliant Brian! Thank you very much.
You are most welcome! It's easy for me when parts are on hand...so why not share. All the best!
Pole position!!! Thanks for the video!!!!!!!!
As a aircraft engineer I never agreed with the 'rough' cylinder port theory, in my mind all that does is increase the boundary layer and reduce port flow.
There's a lot more to head flow and atomisation than surface finish.
And that spark plug is almost the same as gas turbine igniters without an electrode.
My understanding is that there’s a balance to the surface finish of a port. “Golf ball” dimpling is a gimmick but most guys that I’ve seen who know their shit finish the port surface to around an 80 grit. A polished port will cause atomised fuel to form droplets and fall out of suspension where as the slightly rough finish prevents this from happening I believe due to the fuel sheering off of the high spots in the surface finish. AFAIK this can also help reduce temps in the intake charge as well which ups air density.
Great video again Brian. Thank you for sharing. Would love to see a similar video on the TJ head with its longitudinal flow and how the air channel weaves in and out of the coolant channel to divert coolant flow.
Thanks so much for doing these videos! I was looking back through your old F1 Technical posts and saw that you had some of these head cutaways for sale way back in 2014. If you ever want to sell any, drop me a message! :)
I'll have a look and report back!
The thing I hate about your videos,,,,😢
Is that there aren’t nearly enough, much less coming out often enough.
I eagerly await your next video,,, very eagerly.
Very, very, eagerly.
Great series. You put in a lot of work.
love watching these vids the more and more you uncover about old f1 cars and old race cars in general just good engine building that's simple and just made to work. The engineering looks more like engine builders designed it in shed full of beers rather then team engineers at a desk that cant even change a tyre between them. modern engineering shows that in my in my relatively sort time in the automotive industry. There are exceptions that surprise you hear and there like the new McLaren v8's the now older audi v10s and v8's, k24 hondas, ea133 golf even kia and there newer v6's and gm's high feature v6 with there port designs but ever since the introduction of integrated exhaust manifolds we seam to be going backwards with more and more band aid fix's on bad designs that are going into production, the bandaids being forced induction and hybrid drive units.
I'd add Toyotas port injected n/a engines but they seam to be a really good design apart from being atkinson cycle
Wow. Thanks for sharing.
Maybe if you can find enough parts, you can build a running single cylinder test engine (which is basically what the F1 teams do to see if a design is viable and then scale it up to whatever capacity)
The 3d water jacket is some job, highly informative and enjoyable video again man and thank you for sharing this stuff it’s appreciated. Some of the Millington diamond engines use sleeve throttle bodies and I’ve seen them a few times here and there but it’s fascinating to see this stuff in cutaway and hearing about how they’re controlled.
The Millington engines are a fine power unit and well respected in Ireland with the Mk2 Escort crew. Thanks for the comment and hope future videos are good viewing for you!
@@EngineeredtoWin Yep it was the MK2 baby blue where I first saw them. They definitely will be, this kind of content is like hens teeth and your channel has become a regular and well educated source for it so I’m very happy I came across the videos when I did and I’m looking forward to the crankshaft oiling video. It’s like you said man when you get it you get it lol
Love these vids. Thanks
PS- the audio level seems really low compared to other vids i watch on youtube. You may want to look into that. Thanks again tho!
Brilliant video thanks. What are the port diameters v valve diameters? Also, when you measured 38mm & 32mm where the seat goes, what would the actual valve size be there? Thanks
Brian thanks for the great insight. Do you know what valve diameters this engine was running? Would like to compare it to the port diameter.
Thanks!
I think those V10 engines were the best, the noise and the engineering
are there any of the V10 engines still running
I know its been asked repeatedly already, but any chance you could measure the port diameter/valve diameter ratios? If I had to guess I'd say 0.88-0.9. Much appreciated thank you :)
good videos brian. brian could you make me a 3d scale impression of your tj v10?
WHATS THE MAX RPM WITH SPRINGS ON ROAD BIKE/CAR ENGINE-HEAD?
This is seriously incredible. I'm afraid your life might be in danger....lots of secrets. Haha
What machines do the teams use to machine the valve seats? Form tools or single point
Single point...much like a hydraulic seat tool_tool.
So, how soon after this did the rocker followers appear ,,, ?
They were around before and after this...and more costly to design.
@Brian Garvey yes, but got closer to desired valve actuation, and quite a bit lighter , So what did this pup rev, ,,, ?
@@rolandtamaccio3285And fingers are less mass also. The Hart was tested to nearly 17k on dyno, max 700hp at 15k during race.
Coffee is 5 pounds.
How does that work from US with $ ?
5euro...not pounds, which is 5.45usd at this morning's exchange rate.
Hi I am a little disappointed with some of the comments you have chosen to make with regards to cylinderhead design in general ,firstly the comments about port design in relation to power of conventional piston engines ,
Firstly I am a guy who was very involved in cylinder head development over thirty years.
I must stress your rather quick comments about this subject to be
Expected as I have had the pleasure of other engineers with caliber to try to simplify this subject in the past
However to make substantial power
Gains in the cylinderhead is very possible in both atmospheric and compressed systems, I know because I have achieved such gains
All I ask is to give credit to the guys who never get a mention, kept away from the front of the engine guru game for the obvious reasons.
The truth is there is a whole lot more than some spotty kidd playing
At CFD ,no disrespect but that's the truth.
Been porting 25 years. And I know exactly what you are saying. Many customers are building engines with my heads...and I always say : most are bolted with 10 ( or more ) bolts onto the block tightened with 250Nm at least, sealing the internals of from daylight , or any eyes. Nobody sees ...and most dont know or see why it runs so good. And even I am just scratching the surface of Nascar / F1 ......and most dont believe with such
' weird ' ports such power can be made.
Most only focus on airflow/CFM.....
@@Baard2000
HI Baard
In many ways I agree , flow is one thing but as you will know there are many factors to the puzzle
Which is what makes this subject either very interesting or a complete obsession 🤔
I too built and developed many special engines 2ltr 15k rpm
1500 hp drag units, atmospheric
Curkit motors ,dtm ,24hr Toyota ,
Swiss hill climb ,wrc ,and and
20 years ago ,like yourself I have Sean most kinds of IC engine stuff from F1 down ,, anyway interesting channel regards Jim
@@jamesgarrard4361 That sounds so familiar. I started porting at young age. Then first job was at Ten Kate till 1999. In the last years there I bumped into more hp by accident and logic thinking and endless working down the list of possible set ups so to say. I was told so often: why use that Scorpion exhaust?? Doesnt work never will. But suddenly it worked. Etc etc. Started with high speed ports. Raised ports etc etc. For me it was partly a black box as I couldnt imagine sometimes why a specific port made more power. Or a better response on throttle. As I didnt have acces to a simulation program. In the end it resulted in the owner not understanding anymore what I was doing. ( despite each year more power) . He thought of such small engine as simple air pump without osccilating air columns and bigger ports were better. ...... So I quit and 4 years later getting my hands on an extremely expensive simulation program. That finally showed of certain things why they worked. In that period I was asked to make a copy of a cylinderhead of a 2 liter DTM engine which made 297 hp on a grumpy dyno. As I just finished and tested a 270 hp Zetec 2 liters I thought : that airflow must be 10 percent higher at least !!! When I got the head on the flowbench....it was 10 percent less. Anyway I built the 2th head with exact the same shape and size of valves and seats ...... but it made only 265 hp . After 1 month I got a call : 310 hp !!!!! I asked what did you change?????? We got the last set of pistons Mahle had on stock and put in a set of ti Pankl rods costing 7000,- euro .......
Then it was so clear that internal friction , stability in all parts ( vibrations are lost energy and cause damage etc) had to be reduced or eliminated.
And that makes you looking at parts very different . When going through a very recent Nascar I sure look at the heads....but more on the valve locks , stem area where locks bite into , the retainer where the spring is seated .....and when parts look like brand new ....after running hours. You know valve train is stable. And that is power!
Regards Martin.
@@Baard2000 HI Baard
Yes your path sounds similar to my own , may I ask are you one of
The late Professor blairs understudies ?
Yes I too was far away from most
Engine builders as far as engine simulation and data logging
I built my own equipment as I have studied electronics from the age of 5 years old, my father was
Previously radar and microwave tech for the MOD ,so also I have asbergers so I trade my social skills for obsession based learning , fascinating stuff Baard
Yes I have worked for many hi and
Not so hi end tuning companies both here and in Switzerland
I had a great deal of stress but
Also I was so lucky to be involved in some awesome projects with
Sometimes very smart and special people,, I still have a passion for this subject however I removed myself from the scene
After not being able to cope with
Life after a divorce and the way I got treated in the UK .
Like you I done some very nice quality work , many thousands
Of hours of careful work , Sometimes it was wasted on
Projects never to be ,other times
When I had freedom to do everything including mapping
Then you could really make things
Work well ,attention to details,,,,
Be well Baard and keep on making
Cool videos, best wishes jim 👍
@@jamesgarrard4361 I am not one of his understudies but I read his whole book back and forth.
Your story sounds familiar like mine. My father and 1 brother have ' severe' aspergers and are beyond meusurable intelligence ...so I guess I am infected too...
At Ten Kate I experienced a bit the same as you: The owner didnt understand exactly anymore what I was doing ...nor could I make him clear that e.g. a stock intake camshaft combined with kit exhaust cam produced maybe 1 hp less in a roll on run in 4th gear ....but during an all gear each time the next gear was engaged and throttle opened it produced 5hp more. At the end of each gear the kit-kit combo was 1 hp above the stock- kit combo for 0.05 sec..... So I said to Ten Kate: each round maybe 20 gear shifts...that must reduce laptimes...
Answer: I sell complete engines WITH COMPLETE kits...
Me: but thats slower!!
Ten Kate: I cannot sell half a kit......
Me: ???