Thanks for this. It's a very clear presentation of the design and fabrication of a structural composite part. You have have a solid understanding of the subject.
Looks like the resin thats built up is from lathering the inside of the pushrod with glue and then pushing that metallic part in and then the thread where your saying its injected in is for just positioning it when putting through the pin. Got to cut stuff apart we made at an old job to check that kinda stuff, looks the exact same.
Very interesting thanks, I've done a bit of epoxy and polyester GRP work and it makes you appreciate how complex these parts are, plenty hours in one of those.
Generally, the method of NDI, (non-destructive inspection) of parts of this nature would be UT, (ultrasonic inspection). Specimens of various sections and profile / section specific transducers would be used for calibration of a acceptable wave form on the display. Specific deviations of the waveform of the test part versus the specimen, are indicative of, “discontinuities”, representative of faults or defects, such as voids in layers and bond lines, delaminations, etc.. Not intending to be critical of your presentation, rather attempting to add clarification of something I have experience with. Thanks again for revealing and sharing the almost supernatural aspects of F-1 technology.
@@EngineeredtoWin as you expressed the intention of going down the path of composite materials, another method commonly utilized in the inspection of composite structures and especially honeycomb core structures, is simple tapping. Tapping the surface of a structure with a void hammer, (small blunt hammer, having a spring wire handle) or even a coin, which will produce a generally sharp sound on impact. Voids, delaminations, and things like core / fluid contamination will result in a dead sound. We frequently use this method of inspection on aircraft structures to include components like helicopter rotor blades. Ain’t rocket science wonderful…🤪
Amazing detail. Not sure if you watch current F1. But the Red Bull is using pull rod front suspension and they are the class of the field. I was wondering if you could try and relate these topics to any current cars. Keep up the great content
Wow, great video! I heard you mention pre-preg and wet lay-up a few times, but you don’t mention infusion. How does infusion rate, compared to pre-preg and wet lay-up?
59:48 Interesting so they epoxy coat the metal before bonding it to the cf part, does that also act as protection against galvanic corrosion, or is that never a concern as parts arent expected to be in service for long periods? I know in aero they often use a layer of fiber glass between the cf and aluminum to protect against gal corrosion.
It is a way to get a very good bond. A thin layer is first put on, and sanded into the metal - thus exposing the bare metal, and getting rid of the oxide layer - sanding through the epoxy means no further oxygen can reach the metal. The part can then be secondary bonded into the CF. Its nothing to do with GALVCOR in this instance.
I’m just going to high jack this comment section for a direct question: I recently wondered why motorcycle 600cc race bikes (4 cylinder ones)don’t just use the bigger block from the 1000cc bikes and just shorten the stroke, thus increasing possible rpm if you use a normal 21 m/s mean piston speed, meaning for example the current cbr 1000 rr-r block shortened to 600cc at 21 m/s mean piston speed would rev up to 21000 rpm. Now that would go far beyond the common „limit“ of around 18000 rpm caused due to valve floating. And let’s they we couldn’t use the Ducati desmodromic system. Why wouldn’t you design a valve train kind of like the piston-Conrod-crankshaft from the bottom end? Meaning you have a little cam shaft kind of like a crank shaft, a little valve-conrod connected to the valves to achieve a forced valve movement without the use of springs???
Re valve actuation, Cosworth tried what you describe but it got canned. Its the first patent picture in link, its loosely what you mean - I think - www.desmodromology.nl/cosworth/
I have wondered this before too if I understand your comment correctly , though I don’t think I have lol . but my theory is valve clearance due to thermal expansion, valve clearance due to elongation in the parts through their cycle , Valve duration may not be easily controlled . Weight of the valve train and probably may more reasons . The reason why they don’t use a bigger block can’t be explained easily either . There will be 20 or 39 reasons why but the most common reasons will be weight/ size / compactness . Also this would alter the bore -stroke ratio which in turn alters the torque curve of the engine . Shorter stroke also means more piston slap / wear / instability due to the angle of the con rod at 90 deg 270 deg of the rotation of the crank . While I’m here I’ve sometimes wondered why they don’t use a hybrid type engine ie - reed valves end n injector for fuelling and then exhaust valves like a normal 4 stroke . Think the problem is most of it’s been tried before and there’s a good reason why it’s not common place . That said who would have thought pneumatic valves or electrically actuated valves were viable? But they have been used . There’s a guy who does 2 strokes I think called 2strokesurfing , he’s tried disc valves and rotary tube valves too . I can’t really comment any further as I’m not an engine builder ,just an engineer. 😇
@@EngineeredtoWin Why are the earnings so low Brian...? You deserve more than that for sure. BTW - It was a very interesting video, made me lat to bed last night LOL.
Don't apologize about your hands. You are a true mechanic. These videos are fantastic.
I thought the same. Haha
couldnt agree more!
@@MisFakapek I’ll second that.
It’s not a manicure channel (thank God!).
Thanks for this. It's a very clear presentation of the design and fabrication of a structural composite part. You have have a solid understanding of the subject.
My father told me to never apologise for having dirty hands as it shows that you work for a living. Great videos that offer amazing insight.
Great video again, thanks for making it. Very informative and educational! Please show us more!
Oh I will..
Looks like the resin thats built up is from lathering the inside of the pushrod with glue and then pushing that metallic part in and then the thread where your saying its injected in is for just positioning it when putting through the pin. Got to cut stuff apart we made at an old job to check that kinda stuff, looks the exact same.
Very interesting thanks, I've done a bit of epoxy and polyester GRP work and it makes you appreciate how complex these parts are, plenty hours in one of those.
Nothing wrong with your hands Brian, just think of it as a mechanical manicure. 🙂🇦🇺
Amazing content, thank you
Generally, the method of NDI, (non-destructive inspection) of parts of this nature would be UT, (ultrasonic inspection).
Specimens of various sections and profile / section specific transducers would be used for calibration of a acceptable wave form on the display.
Specific deviations of the waveform of the test part versus the specimen, are indicative of, “discontinuities”, representative of faults or defects, such as voids in layers and bond lines, delaminations, etc..
Not intending to be critical of your presentation, rather attempting to add clarification of something I have experience with.
Thanks again for revealing and sharing the almost supernatural aspects of F-1 technology.
Thanks for that George!
@@EngineeredtoWin as you expressed the intention of going down the path of composite materials, another method commonly utilized in the inspection of composite structures and especially honeycomb core structures, is simple tapping.
Tapping the surface of a structure with a void hammer, (small blunt hammer, having a spring wire handle) or even a coin, which will produce a generally sharp sound on impact. Voids, delaminations, and things like core / fluid contamination will result in a dead sound.
We frequently use this method of inspection on aircraft structures to include components like helicopter rotor blades.
Ain’t rocket science wonderful…🤪
Amazing detail. Not sure if you watch current F1. But the Red Bull is using pull rod front suspension and they are the class of the field. I was wondering if you could try and relate these topics to any current cars. Keep up the great content
Wow, great video!
I heard you mention pre-preg and wet lay-up a few times, but you don’t mention infusion.
How does infusion rate, compared to pre-preg and wet lay-up?
Great videos, thanks
Keep them videos coming.
59:48 Interesting so they epoxy coat the metal before bonding it to the cf part, does that also act as protection against galvanic corrosion, or is that never a concern as parts arent expected to be in service for long periods? I know in aero they often use a layer of fiber glass between the cf and aluminum to protect against gal corrosion.
It is a way to get a very good bond. A thin layer is first put on, and sanded into the metal - thus exposing the bare metal, and getting rid of the oxide layer - sanding through the epoxy means no further oxygen can reach the metal. The part can then be secondary bonded into the CF. Its nothing to do with GALVCOR in this instance.
Strings and glue! Haha
Need to insert "Series 1" episode....
Kinda strength difference are we talking about between a part thats 3mm of all 2x2 layers or one thats mono wrapped with 2x2?
I’m just going to high jack this comment section for a direct question:
I recently wondered why motorcycle 600cc race bikes (4 cylinder ones)don’t just use the bigger block from the 1000cc bikes and just shorten the stroke, thus increasing possible rpm if you use a normal 21 m/s mean piston speed, meaning for example the current cbr 1000 rr-r block shortened to 600cc at 21 m/s mean piston speed would rev up to 21000 rpm. Now that would go far beyond the common „limit“ of around 18000 rpm caused due to valve floating.
And let’s they we couldn’t use the Ducati desmodromic system. Why wouldn’t you design a valve train kind of like the piston-Conrod-crankshaft from the bottom end? Meaning you have a little cam shaft kind of like a crank shaft, a little valve-conrod connected to the valves to achieve a forced valve movement without the use of springs???
manufacturing, material cost, simplicity.
Re valve actuation, Cosworth tried what you describe but it got canned. Its the first patent picture in link, its loosely what you mean - I think - www.desmodromology.nl/cosworth/
I have wondered this before too if I understand your comment correctly , though I don’t think I have lol . but my theory is valve clearance due to thermal expansion, valve clearance due to elongation in the parts through their cycle , Valve duration may not be easily controlled . Weight of the valve train and probably may more reasons . The reason why they don’t use a bigger block can’t be explained easily either . There will be 20 or 39 reasons why but the most common reasons will be weight/ size / compactness . Also this would alter the bore -stroke ratio which in turn alters the torque curve of the engine . Shorter stroke also means more piston slap / wear / instability due to the angle of the con rod at 90 deg 270 deg of the rotation of the crank .
While I’m here I’ve sometimes wondered why they don’t use a hybrid type engine ie - reed valves end n injector for fuelling and then exhaust valves like a normal 4 stroke .
Think the problem is most of it’s been tried before and there’s a good reason why it’s not common place .
That said who would have thought pneumatic valves or electrically actuated valves were viable? But they have been used . There’s a guy who does 2 strokes I think called 2strokesurfing , he’s tried disc valves and rotary tube valves too .
I can’t really comment any further as I’m not an engine builder ,just an engineer. 😇
53:30 What is the purpose of that through bolt?
I wondered that. I assume it is an extra method of securing the insert so you're not relying solely on the expoxy?
*48,000 VIEWS* on your spark plug video now
Ya, pretty crazy what gets views. Total earnings from all views to date, 19cent!! I'm rich!!! Brian,
@@EngineeredtoWin Why are the earnings so low Brian...? You deserve more than that for sure. BTW - It was a very interesting video, made me lat to bed last night LOL.
go raibh maith agat
Up ya boya!!