These are the videos missing in tuner culture period. Easy to understand, captivating, explanation videos for everyone from beginners to the experienced to watch to grow and hone their knowledge without being overwhelmed or underwhelmed. Easy to say but hard to execute, masterful job once again!
Wait you mean just wearing a black hoodie and putting on some “racing” stickers as well as neon lights while trying to say “dude bro” a minimum of 150x per car meet isn’t going to lead to a faster vehicle? What about beards? And tattoos? Won’t those make a bro-dozer truck more able when off road?
That's why I subscribed to this channel. Easily digestible technical information but explained in a way someone unfamiliar with the scene can understand
@@davemccage7918 It's what low IQ people do - because - for them - it's about "just" getting "attention dude bro" - kind of like guys who have tats who can't fight, or guys who have a beard but cannot change a car tire
Yep love all the F1 references, they really need to ditch the turbos and bring back the NA V-10 or at least the V-8 high rev sound, with them going to e-fuels (and Euro standards allowing e-fuels for future sports/super cars) and most of the manufacturers being sports and super car makers now there's no reason for a turbo V-6 format for "customer car relevance".
A quick addition to your point at 6:30 - the cycle limits are exponential - meaning that if you pick a force or a lifetime/ cycle limit, you can optimize and decide if steel or aluminum is a better choice. This is why drag cars use aluminum conrods. They're treated as consumable, and don't have to survive for long races.
Perhaps that is true for aluminium, but steel has a sharp corner in the stress/cycle relationship as shown in the video. My understanding is that the fatigue limit is not actually perfectly flat as is typically claimed ("infinite cycles"), but that it simply has a very shallow gradient that is close enough to flat for most purposes.
@@2bfrank657 I think maybe you are not understanding the graph correctly. The "sharp corner" for the steel rods is correct, as far as can be measured. Basically, if it stays below its fatigue point, it will last forever. As a diesel mechanic, I know that semi-truck engines are often rebuilt after a few hundred thousand miles, but that doesn't mean ALL of the pats are replaced. most of the time you would use new rod bearings and rod bolts, but the rods themselves would be reused. commercial diesel engines sometimes last over TWO MILLION miles with a few rebuilds.(that would have to be in the billions for cycles) Other parts(like the crank shaft) will also likely never be replaced
@@2bfrank657 Unless my materials engineering professor and the books lied to me. Steel presents a stress threshold (for a given temperature) where, if not surpassed it won't suffer from fatigue related deformation. This is because the dislocations present in the crystalline structure are unable to be displaced around the matrix, resulting in no permanent deformation even at the microscopic level.
@@andresmartinezramos7513 Interesting. My understanding is based on what a tutor once told me, something related to "the German railways" and the very high number of stress cycles their axles underwent if I recall correctly. I've not seen this low-rate fatigue theory mentioned elsewhere though, and I expect your understanding of steel microstructures exceeds mine, so I think I'll research this a bit more before pushing this claim any further.
@@2bfrank657 Right now I'm travelling, so I can't give you the exact quotes (I'll try to remember when I get back). Any mistake is my own. But the idea was: In a number of steels the process of nucleation of the crack does not happen beneath the fatigue limit of the material. They insisted on us remembering that aluminum and composite materials do not present a fatigue limit and will always fail given enough cycles (which may be many). The reason for no nucleation was (If I recall correctly) that the dislocations got stuck by the interstitials and the grain borders. The energy to overcome this obstacles being too great for the amount of stress applied. This leads to the dislocations not combining and thus not growing. Sources online are just saying it happens, not why. The only explanation seems to be an answer in a forum by Jesper V. Carstensen in "ResearchGate net Why fatigue limit only exist in some materials?" So not the most reliable of sources. Again, I'll try to return to the topic in a few days.
One of the coolest way I’ve seen valve float be removed is how Ducati did it with their desmodromic valve where the cam opens and closes it. That’s how they can get such high revs. They also don’t use timing belts or chains it’s all done using gears, it’s a nightmare to work on but it’s amazing when it works.
You must be referring to the engine in current Ducati MotoGP bikes? The desmodue in my 2005 Monster S2R has timing belts and desmodromic valve actuation as do the desmoquattro and testastreta engines in their super bikes of that vintage. I’m not sure about their current V4 engines however.
Yes that is a cool technology back then however, they are not so popular right now as people found a way to remove or mitigate valve float without using desmodromic valve, but with modern springs or pneumatic.
Honda's 125cc, Five cylinder RC149, revved to 18,000 RPM with valve springs, made 30 hp and topped out at over 135 mph, in 1965.....it had 33mm bore and a 29.2 mm stroke, and four tiny valves per cylinder. Soichiro Honda hated 2 strokes, so in the 70s, when all the other manufacturers settled on 500cc four cylinder 2 strokes for their GPP bikes, Honda tried to beat them using a 4 stroke. The rules stated no more that 4 cylinders, so a 4 stroke would need revs, lots of revs to get the power needed to beat the 2 strokes. They built the NR500, it had oval bores, (like a spam tin) 8 valves and 2 conrods per cylinder, it was basically a V8 with siamesed bores (but still technically a four cylinder to stay in the rules) it would rev to 21,000rpm, and idled at 7000rpm!! It was a bit of a failure as a race bike, but the oval piston engine did get developed further into a 750 road bike, the NR750, (many styling cues off this bike were used on the Ducati 916) and the NR750 TTF1 race bike that look similar to the RC30.
It was used because valve spring material wasn’t very good. Ducati was already using that system in the 70’s, using bevel gear drive. 750ss Mercedes Benz used it in their race car engines in the 50’s. SLR It was developed for German fighter planes in WW2, but the design goes way back before valve spring material could cope.
Yeah, the 7200 rpm d16 on my '95 Honda civic coupe had me addicted to high rpm NA engines... in the manual if you shift at redline it never dropped out of VTEC
That’s why I like fords DOHC 4.6l. Running a V8 out to nearly 7k rpm was a blast. In the ‘96 cobra they had a variable intake somewhere around 3600rpm it would switch from long to short runners. So doing the high rpm shifts would keep you in the short runners. Fun car.
I had a 1991 Acura Integra and built a LS/VTEC put a HKS power exhaust had Toda cams and valve springs, SPOON headers, ARC intake box, 6speed manual from a prelude. 1996 Acura Integra GSR with Mugen engine, Motec fuel management system, HKS turbo and exhaust. Hondata custom ecu, JIC coil over suspension all 4 corners, Yokohama Advan tires, SSR wheels. 2001 Yellow Honda S2000 with a Paxton Supercharger ARC Induction Box Spoon Suspension Carbon Fiber Reinforced Driveshaft Mugen Wheels ApexI FCON Pro Honda is amazing
Your ability to explain the internals of an old-school HEMI and an F1 engine in equal levels of detail is incredible. More people should know about you.
Can we take a moment to appreciate the production quality this series has been consistently improving!!! Love this channel more everytime I watched an "explained"
As others have said, your videos are solid. Good animations, no clickbait, simple explanations. Good stuff. There's a gap in a lot of car modding RUclips content from what I've seen that explains the how and why for the moderately complex issues.
This video got me to understand why GM shortened the runners from the TPI setup to the LT1 setup and explains why the LT1 and all other engines afterward where so much better, but I will always love the look of a well maintained TPI engine
C'mon bro, nothing is cooler than killing the ignition on a very hot batch fired or tbi motor, hopping out the car and walking off, while it continues dieseling for 15 secs.
Sad to not see a mention of the Honda CBR250RR from the 90s. 19,000rpm redline with rev limiter at 20,000rpm from a tiny 250cc inline 4. Each cylinder is just slightly bigger than a shotglass in volume with a 48.5x33.8mm bore and stroke. The bike makes a whopping 45hp, which is pretty impressive considering thats 180hp/L more than 30 years ago and the 1992 CBR900 only made 121Hp (135Hp/L)
Nice vid, before the V8 era BMWs P82 3.0 V10 ran to 19,200 on track and allegedly 20k on the dyno, they also use variable inlet length systems to optimise the torque curve at all RPMs, and the drive train is gear driven from the crank rather than using a belt, naturally aspirated F1 engines are an absolute work of art! I know the reasons for going turbo and hybrid etc but for me its a shame, I miss the raw noise of a proper high RPM V10
You can see the P82 on display from up close in Munich in BMW museum. It's a true work of art. I was totally amazed that I can even touch it ( they say it's not allowed but I couldn't care less ) :)
By far one of the best creators. Very informative without running on with sensless information. Very clear speaking and choosing words nicely. Ive always watched you on tiktok. But just found you today on youtube. Will be one of my forever shows to watch. Keep it up man
High revving engines are my bread and butter. I love how you went in depth on how it’s done and how even the common folk could do it (which a considerable amount of cash of course)
You are on a completely different level to EVERYONE! thank you so much for your hard work and wish you all success in life ❤️ Never thought I'd learn so much!
You make a point at the end where you explain that going for high rpms isn’t worth it due to being able to make more power using forced induction ect, but I personally believe high rpm naturally aspirated engines are better to drive in my opinion and experience. On a side note I would love to see a video covering WRC engines. They’re completely different from any other racing engine. Simply marvels of engineering.
Thats why i love engines like the s2000 engine and the high revving k20 engines found in civic si and rsx type s that can rev to 8600 rpm stock make over 100 hp per litre STOCK and when you turbo those engines you get an absolute monster thats on streetable because of the vtec system that only runs the high lift can at high speeds because otherwise it can barely idle.
"high rpm engines" are generally terrible for normal driving... and the valvetrain components required to spin high rpms require frequent inspection, and don't last long. Not worth it, unless it's a "race car" and you like to spend money, imho
Another amazing video. I really enjoy your explanations and how detailed you get into topics. We all need more content like this. I live the old “watch this beast do a burnout” video but these technical videos that people are starting to make today are by far my favorite
One of the only creators I watch every video. These are hands down the best automotive videos out there. I remember seeing your clips on Tik Tok a couple years back.
Wow, let's admire how much work does it take to make a video that spits so much knowledge per minute and the fact that it is available for free. The 2020's suck but at least there is still some good shit around
The ideal bore to stroke ratio depends on the fuel you're using, different fuels burn at different speeds so getting a combo that favors each other is critical to make good power. The reason pro stock engines have a lower bore/stroke ratio is not just because 'they don't need to survive as long'
I can't completely agree with that because ignition timing can be optimized for different fuel(s). And I haven't kept up with the Pro Stock rules for several years but I remember they were RPM limited at one point = had to optimize they're engine combinations around that as well...
Rapid unscheduled dismantling (R. U. D.) That intro was absolutely TITS, my guy! This channel is pure, golden automotive love, baby! You do fantastic work, keep it up!
When I read 20k rpms i figured you were reffering to the 90s 250cc 4 cylinder motorcycles. Which would be another great story. And while forced induction solves many problems you end up with more moving parts and weight.
"Internal Combustion Engines can operate within a broad range of RPMs. 7000 RPM in pushrod V8s like the LS7, 9000 RPM in the F20C found in the S2000... and everywhere in between." *Mopar has left the chat*
0:00 that engine sound givea me flashbacks to when i was running away from a squatter trying to shoor at me and it just sends chills up to my head every time i replay it
Hey 337 speed. Just gotta say that I truly love your vids… you entertain so greatly and inform in such an easy way that it’s like watching a masterpiece. Because your videos are that. A masterpiece 🫶
Y'all are the Absolute Kings of this regarding the Serious and Educated Enthusiast!! So many enthusiasts have no idea about the subject matter covered in this video; but for those of us that do, we greatly appreciate it! No one is Fucking with y'all, Salute!! 😎
When comparing F1 engines to NHRA Top fuel engines with respect to piston speeds, there is one other factor I didn't hear mentioned. F1 engines use gasoline, and Top fuel dragsters use nitromethane. Nitromethane has a slightly faster flame propagation speed than gasoline, and this allows for a higher piston velocity, since the piston can move faster before it outpaces the flame front.
@@V8Lenny nitromethane burns faster than gasoline. Nitromethane burns about as fast as methanol, which is faster than ethanol, which is in turn faster than gasoline. Nitromethane has a laminar flame speed about 10% higher than isooctane (which is the standard for 100 octane gasoline).
Holy crap i didn't know there where engines that did go this far in RPM, this video is a really good one about this subject, great detail and incredible illustration, thanks for this one mate.
Ever heard of the 90's 250cc inline 4 reaching 19.000 rpm ? The cbr mc22 and zxr250 do that, stock.(using a gear driven distribution for the cbr, but the zxr's distribution is chain driven). They officially did 45hp (180hp/L), but the cbr has been seen over 50hp (200 hp/L) on dynos (I myself have a 250cc 4 banger, a gsx250s katana, reaching up to 16k rpm for 40hp (at 13.5k rpm))
Great video as always, thoroughly enjoyed it 337! I was wondering, based off your amazing animation and storytelling skills, if you could do a "Seconds from disaster" style video, starting off from some real footage of a engine blowing up, and then based off the investigation of what went wrong to explain in great detail the last few miliseconds of the engine's life, kinda how they had that scene in Cernobyl when detailing hownit got to the reactor core exploding. Thanks!
Could be okay for shorts, a few of them for a full video. But actually besides that, there was a neon srt4 that blew right as they revved to who knows how much, I bet there's a simple reason behind it but nonetheles, it'd be great for a video
This is why I really like my 5.9 liter Cummins and cruising along at 2,200 rpm at 75 mph. It'll do it all day long for years and years and just keep going and going. Sometimes I rev it all the way up to 2,500 RPM.
Thank you for the video and the effort. Very interesting. If you really want to reach extremely high engine speeds, you have to use electric motors (100k-rpm possible). And people who miss the deafening noise of combustion engines can certainly add a sound generator.
The fact that you are using assetto corsa (or not lol) and this channel is pumping so much info how the internals of a car work, I can certainly say you earned a subscriber. Keep it up :)
8:44 dual spring is used to limit spring oscillations. Valve float also happens due to said oscillations, even at higher spring pressures, as at certain frequency spring wont work as expected. Also they dont rub against each other on engines that i know of. I mean literary rubing, not some parts touching.
They used to have interference fits with each other, but probably not with modern stuff. You probably won't see a ribbon damper on modern valve springs any longer, either. Totally a thing you can google if you want to know more, interfering valve springs probably gets you there. Nowadays they try and increase the natural resonant RPM of the spring by playing with other things, so you get full conical springs with varying pitch. In theory there would be nothing needing damping and no unnecessary friction which is also the modern hotness. And that's ignoring shaped wire instead of oldschool full round, and what alloy that wire is even made of to begin with. Lotta stuff always changing...
It should also be mentioned that F1 NA engines used injectors positioned above the throttle bodies to take advantage of the charge cooling effect when the fuel enters the low pressure zone in the intake runners. They also used variation in fuel pressure rather than injector pulse to supply fuel at those high RPM's
There's a several bikes that have two injectors per cylinder. The primaries are below the throttle blade and the secondary are closer to the top of the TBs (and some are similar to F1, above the TBs)...
Video is spot on! Yes turning up the RPM on an engine gets expensive quickly. We make 170 hp out of a 1970’s 1.6L NA 8 valve Vw engine, it is in a formula car. We run a custom crank, rods and pistons as the road car components are nowhere near adequate or have the correct piston speed.
20,000RPM V8 = most beautiful musical instrument ever made by man. There's an old RUclips video of a Renault F1 engine playing "God Save the Queen." Very cool. 😎
I don't know how you made a video on this because you could make at least 20 videos on the topics that you brushed upon brush upon. You've got a lot of knowledge and I would love to speak with you for hours. Is great video
One of the best explanations of “how engines work” I’ve ever seen. Thank you. And yes- we need a return to high RPM normally aspirated engines, because the sound of screaming engines moved people more than outright acceleration. We should work on hydrogen ICE engines, because we could have both environmental AND audible satisfaction!
the sound of the v10 is the greatest sound humankind has ever made in the history of our existence. we peaked and will never ever make anything sounding as good as that did.
Its like Wilt Chamberlain hitting fadeaway jumpers on Bill Russell back in the day , these 337 videos are getting a lil bit absurd 😎🫣 and im here for it 💪🏾
The 4 biggest things that allowed F1 cars to rev so high is 1: The engines have no fly wheels, so the engine was freely rev with out any drag on the engine. 2: the internal engine components are made as light as possible whilst maximising strength, like pistons made out of beryllium and titanium con-rods and sodium filled valves or ceramic valves. 3: The engine timing advance and hydraulic lifters on the heads and some other valve timing internals, tuned plenums and exhaust pressure management because the faster you can get rid of the spent exhaust gasses the faster you can get more fresh gases in the engine. 4: This one along with no heavy fly wheel is very important to the high revving F1 engine and that’s the short stroke piston, however todays engines because they are turbo charged (which is better than super charging because there’s no parasitic loss of power on the engine because it’s not driven off the crank shaft with belts and pulleys like a super charger is which saps power from the engine to drive the super charger and a turbo uses spent exhaust gases so there’s no loss of power from off the engine with turbo chargers so you get more power) going back to where I left off above - todays turbo charged F1 engines have a lower compression ratio due to turbo charging, so to try and off set this a little you need a longer piston stroke that allows more air and fuel for a turbo charged engine this bumps up the compression ratio a little but the longer stroke means the RPM is not as high. Whilst this is vastly simplified, I hope it gives someone a little bit of an idea or to understand the engineering that goes into F1 engines to make them so compact light and powerful from a V6 - 1.6 litre engine (62.9 Cubic Inches) that puts out 1,050 Horse Power. Crazy machines at the pinnacle of motorsport.
Honda made motorcycle racing engines that revved to 20,000 rpm nearly 60 years ago, like the RC166, and their RC149 five-cylinder 125 cc made it to 21.500 rpm during the same time. Street bikes reaching about 20,000 rpm came out in the 1980s. What is impressive with the F1 engines is that they could rev that high with so much capacity, making for longer stroke and heavier pistons etc.
BMW's 2006 F1 engine revved to 21000 RPM. I believe it's the highest ever recored RPM in F1 history. N/A high strung, high revving engines are truly an art form!
My dad had a friend that was a pilot and used to bring around a Cosworth tuned rally car. You couldn't stand the pressure from the acceleration and he would bet 100 dollars if you could toucj the dash board during launch. So much fun tearing around local neighborhoods with that escort.
sidevalve engines produce more torque down low than all the other high tech engines in NA. Add a small turbo and even smaller valves allowing smaller chamber higher compression and a modern small turbine, this modern approach sidevalve engine has been simulated to be the most reliable and efficient torque making engine using modern 10 speed automatics. The torque from idle to 3000rpm is higher than latest diesel engines of the same size using the same turbine sizes. We have overlooked the sidevalve but D-motor has not for aviation.
When Honda was developing their 350cc 4-cylinder MC engine they tested it at the factory to determine its RPM limit; it would do 35,000 revs. Don't know if it was totally stock or if it had been incredibly balanced.
These videos are awesome, I’ve learned so much on mechanical engineering in general that works for my ADHD brain. Thank you and never stop making videos like this
This is easy actually, step one go flat out in 5th gear, step 2 drop her down into 1st. This gives you way more than 20k rpm!
Only works once
@@excalibur2038 step 3 replace the engine 😂
Money shift
might need to warn the ISS before this one tho chief
Step 3, hood goes in face with rod.
These are the videos missing in tuner culture period. Easy to understand, captivating, explanation videos for everyone from beginners to the experienced to watch to grow and hone their knowledge without being overwhelmed or underwhelmed. Easy to say but hard to execute, masterful job once again!
Wait you mean just wearing a black hoodie and putting on some “racing” stickers as well as neon lights while trying to say “dude bro” a minimum of 150x per car meet isn’t going to lead to a faster vehicle? What about beards? And tattoos? Won’t those make a bro-dozer truck more able when off road?
😊
That's why I subscribed to this channel. Easily digestible technical information but explained in a way someone unfamiliar with the scene can understand
I always thought that pep-boy hood scoops mounted on my roof was the only way to increase horsepowers and torques. What a world.
@@davemccage7918 It's what low IQ people do - because - for them - it's about "just" getting "attention dude bro" - kind of like guys who have tats who can't fight, or guys who have a beard but cannot change a car tire
These videos are a hidden gem in the car community. A lot of useful information packed together along with high production quality and great writing.
Absolutely, I can Echo the same.
@@shubhamsarkar2186I second this
As a huge Formula 1 fan, thanks for putting this video out.
Glad you enjoyed it!
Yep love all the F1 references, they really need to ditch the turbos and bring back the NA V-10 or at least the V-8 high rev sound, with them going to e-fuels (and Euro standards allowing e-fuels for future sports/super cars) and most of the manufacturers being sports and super car makers now there's no reason for a turbo V-6 format for "customer car relevance".
Now f1 is over engineered crap like Nascar. Both look like slot cars on the track and the excitement is gone
@@337speed are you a engineer?
@@societyisboringI watched a couple of minutes of F1 the other day.
I genuinely would rather watch sim racing than that again
Dude, I don't know how you do it. You always manage to make great videos that are very informative.
I appreciate that!
@@337speed I appreciate learning
There is no better sound. That angelic 20K RPM screaming NA V10 of old F1. I get tears in my eyes.
A quick addition to your point at 6:30 - the cycle limits are exponential - meaning that if you pick a force or a lifetime/ cycle limit, you can optimize and decide if steel or aluminum is a better choice.
This is why drag cars use aluminum conrods. They're treated as consumable, and don't have to survive for long races.
Perhaps that is true for aluminium, but steel has a sharp corner in the stress/cycle relationship as shown in the video. My understanding is that the fatigue limit is not actually perfectly flat as is typically claimed ("infinite cycles"), but that it simply has a very shallow gradient that is close enough to flat for most purposes.
@@2bfrank657 I think maybe you are not understanding the graph correctly. The "sharp corner" for the steel rods is correct, as far as can be measured. Basically, if it stays below its fatigue point, it will last forever. As a diesel mechanic, I know that semi-truck engines are often rebuilt after a few hundred thousand miles, but that doesn't mean ALL of the pats are replaced. most of the time you would use new rod bearings and rod bolts, but the rods themselves would be reused. commercial diesel engines sometimes last over TWO MILLION miles with a few rebuilds.(that would have to be in the billions for cycles) Other parts(like the crank shaft) will also likely never be replaced
@@2bfrank657 Unless my materials engineering professor and the books lied to me. Steel presents a stress threshold (for a given temperature) where, if not surpassed it won't suffer from fatigue related deformation. This is because the dislocations present in the crystalline structure are unable to be displaced around the matrix, resulting in no permanent deformation even at the microscopic level.
@@andresmartinezramos7513 Interesting. My understanding is based on what a tutor once told me, something related to "the German railways" and the very high number of stress cycles their axles underwent if I recall correctly. I've not seen this low-rate fatigue theory mentioned elsewhere though, and I expect your understanding of steel microstructures exceeds mine, so I think I'll research this a bit more before pushing this claim any further.
@@2bfrank657 Right now I'm travelling, so I can't give you the exact quotes (I'll try to remember when I get back). Any mistake is my own. But the idea was:
In a number of steels the process of nucleation of the crack does not happen beneath the fatigue limit of the material. They insisted on us remembering that aluminum and composite materials do not present a fatigue limit and will always fail given enough cycles (which may be many).
The reason for no nucleation was (If I recall correctly) that the dislocations got stuck by the interstitials and the grain borders. The energy to overcome this obstacles being too great for the amount of stress applied. This leads to the dislocations not combining and thus not growing.
Sources online are just saying it happens, not why. The only explanation seems to be an answer in a forum by Jesper V. Carstensen in "ResearchGate net Why fatigue limit only exist in some materials?" So not the most reliable of sources. Again, I'll try to return to the topic in a few days.
One of the coolest way I’ve seen valve float be removed is how Ducati did it with their desmodromic valve where the cam opens and closes it. That’s how they can get such high revs. They also don’t use timing belts or chains it’s all done using gears, it’s a nightmare to work on but it’s amazing when it works.
You must be referring to the engine in current Ducati MotoGP bikes? The desmodue in my 2005 Monster S2R has timing belts and desmodromic valve actuation as do the desmoquattro and testastreta engines in their super bikes of that vintage. I’m not sure about their current V4 engines however.
@@ghostwrench2292 Well that is a desmodromic valve, it is driven by belt or chain, however, there are no springs involved so there are no valve float.
Yes that is a cool technology back then however, they are not so popular right now as people found a way to remove or mitigate valve float without using desmodromic valve, but with modern springs or pneumatic.
Honda's 125cc, Five cylinder RC149, revved to 18,000 RPM with valve springs, made 30 hp and topped out at over 135 mph, in 1965.....it had 33mm bore and a 29.2 mm stroke, and four tiny valves per cylinder.
Soichiro Honda hated 2 strokes, so in the 70s, when all the other manufacturers settled on 500cc four cylinder 2 strokes for their GPP bikes, Honda tried to beat them using a 4 stroke. The rules stated no more that 4 cylinders, so a 4 stroke would need revs, lots of revs to get the power needed to beat the 2 strokes. They built the NR500, it had oval bores, (like a spam tin) 8 valves and 2 conrods per cylinder, it was basically a V8 with siamesed bores (but still technically a four cylinder to stay in the rules) it would rev to 21,000rpm, and idled at 7000rpm!! It was a bit of a failure as a race bike, but the oval piston engine did get developed further into a 750 road bike, the NR750, (many styling cues off this bike were used on the Ducati 916) and the NR750 TTF1 race bike that look similar to the RC30.
It was used because valve spring material wasn’t very good.
Ducati was already using that system in the 70’s, using bevel gear drive. 750ss
Mercedes Benz used it in their race car engines in the 50’s. SLR
It was developed for German fighter planes in WW2, but the design goes way back before valve spring material could cope.
Yeah, the 7200 rpm d16 on my '95 Honda civic coupe had me addicted to high rpm NA engines... in the manual if you shift at redline it never dropped out of VTEC
That’s why I like fords DOHC 4.6l. Running a V8 out to nearly 7k rpm was a blast. In the ‘96 cobra they had a variable intake somewhere around 3600rpm it would switch from long to short runners. So doing the high rpm shifts would keep you in the short runners.
Fun car.
YO !!
I had a 1991 Acura Integra and built a LS/VTEC put a HKS power exhaust had Toda cams and valve springs, SPOON headers, ARC intake box, 6speed manual from a prelude.
1996 Acura Integra GSR with Mugen engine, Motec fuel management system, HKS turbo and exhaust. Hondata custom ecu, JIC coil over suspension all 4 corners, Yokohama Advan tires, SSR wheels.
2001 Yellow Honda S2000 with a Paxton Supercharger
ARC Induction Box
Spoon Suspension
Carbon Fiber Reinforced Driveshaft
Mugen Wheels
ApexI FCON Pro
Honda is amazing
"in the manual if you shift at redline it never dropped out of VTEC" And probably never hit 87mph either 🤣 just kidding
@@TeensierPython i
Your ability to explain the internals of an old-school HEMI and an F1 engine in equal levels of detail is incredible. More people should know about you.
Can we take a moment to appreciate the production quality this series has been consistently improving!!! Love this channel more everytime I watched an "explained"
Thanks!
As others have said, your videos are solid. Good animations, no clickbait, simple explanations. Good stuff. There's a gap in a lot of car modding RUclips content from what I've seen that explains the how and why for the moderately complex issues.
my civic hits 20k rpms easy
Vtec just kicked in yo!
yea, ONCE.
I doubt it
If you jammed it into 1st gear maybe lol
I think u talking about 2k rpm not 20 bro
This video got me to understand why GM shortened the runners from the TPI setup to the LT1 setup and explains why the LT1 and all other engines afterward where so much better, but I will always love the look of a well maintained TPI engine
C'mon bro, nothing is cooler than killing the ignition on a very hot batch fired or tbi motor, hopping out the car and walking off, while it continues dieseling for 15 secs.
That intro was great
The voice, the music, the video is amazingly done. Thanks for the videos
Great Video 337, each one outdoes the last. Can't wait for the next one!
I love your comparison of steel to aluminium in the crankshaft section. It was so well explained.
Sad to not see a mention of the Honda CBR250RR from the 90s.
19,000rpm redline with rev limiter at 20,000rpm from a tiny 250cc inline 4.
Each cylinder is just slightly bigger than a shotglass in volume with a 48.5x33.8mm bore and stroke.
The bike makes a whopping 45hp, which is pretty impressive considering thats 180hp/L more than 30 years ago and the 1992 CBR900 only made 121Hp (135Hp/L)
Fzr 250 , zxr 250 , gsxr250 ( tho lower rpm) honda did have the max rpm in the cbr . Epic time for small bikes.
Loved my Fzr250r
Nice vid, before the V8 era BMWs P82 3.0 V10 ran to 19,200 on track and allegedly 20k on the dyno, they also use variable inlet length systems to optimise the torque curve at all RPMs, and the drive train is gear driven from the crank rather than using a belt, naturally aspirated F1 engines are an absolute work of art! I know the reasons for going turbo and hybrid etc but for me its a shame, I miss the raw noise of a proper high RPM V10
You can see the P82 on display from up close in Munich in BMW museum. It's a true work of art. I was totally amazed that I can even touch it ( they say it's not allowed but I couldn't care less ) :)
F1 v10 engine sound added so much to the overall enjoyment of the race.
By far one of the best creators. Very informative without running on with sensless information. Very clear speaking and choosing words nicely. Ive always watched you on tiktok. But just found you today on youtube. Will be one of my forever shows to watch. Keep it up man
This guys voice is the Morgan Freedman of everything automotive I can’t get enough!
This man has a voice for Nascar.😮
High revving engines are my bread and butter. I love how you went in depth on how it’s done and how even the common folk could do it (which a considerable amount of cash of course)
You are on a completely different level to EVERYONE! thank you so much for your hard work and wish you all success in life ❤️
Never thought I'd learn so much!
You must not get out much do you ?
@@1BigDaDo Yup I don't! Do you?
Thanks!
You make a point at the end where you explain that going for high rpms isn’t worth it due to being able to make more power using forced induction ect, but I personally believe high rpm naturally aspirated engines are better to drive in my opinion and experience.
On a side note I would love to see a video covering WRC engines. They’re completely different from any other racing engine. Simply marvels of engineering.
Thats why i love engines like the s2000 engine and the high revving k20 engines found in civic si and rsx type s that can rev to 8600 rpm stock make over 100 hp per litre STOCK and when you turbo those engines you get an absolute monster thats on streetable because of the vtec system that only runs the high lift can at high speeds because otherwise it can barely idle.
@@repingers9777 couldn’t agree more. I wish Honda would make another high RPM motor, maybe even for a new gen S2K. A man can only dream tho
"high rpm engines" are generally terrible for normal driving... and the valvetrain components required to spin high rpms require frequent inspection, and don't last long. Not worth it, unless it's a "race car" and you like to spend money, imho
Easily one of the best channels for enthusiasts. Thank you for all of your hard work.
CBR250RR of the 90's was a 20k rpm bike. Sounded amazing
No nonsense straight to the point with an excellent delivery, visually and verbally.
Another amazing video. I really enjoy your explanations and how detailed you get into topics. We all need more content like this. I live the old “watch this beast do a burnout” video but these technical videos that people are starting to make today are by far my favorite
One of the only creators I watch every video. These are hands down the best automotive videos out there. I remember seeing your clips on Tik Tok a couple years back.
Wow, let's admire how much work does it take to make a video that spits so much knowledge per minute and the fact that it is available for free. The 2020's suck but at least there is still some good shit around
The ideal bore to stroke ratio depends on the fuel you're using, different fuels burn at different speeds so getting a combo that favors each other is critical to make good power.
The reason pro stock engines have a lower bore/stroke ratio is not just because 'they don't need to survive as long'
True. But he’s got a good point.
I can't completely agree with that because ignition timing can be optimized for different fuel(s).
And I haven't kept up with the Pro Stock rules for several years but I remember they were RPM limited at one point = had to optimize they're engine combinations around that as well...
Honda motorcycles revved at 22,000rpm in 1960's showing how far advanced they were in 4 stroke technology.
I thought those were 2 stroke?
You have to get more consistent with posting videos more frequently. You do a great job, so this is something I truly do look forward to.
Rapid unscheduled dismantling (R. U. D.) That intro was absolutely TITS, my guy! This channel is pure, golden automotive love, baby! You do fantastic work, keep it up!
When I read 20k rpms i figured you were reffering to the 90s 250cc 4 cylinder motorcycles. Which would be another great story. And while forced induction solves many problems you end up with more moving parts and weight.
Honda CBR250rr MC22
Ahh I was waiting for F1 videos from you and I'm not disappointed always perfect quality you deserve more fame man!
"Internal Combustion Engines can operate within a broad range of RPMs. 7000 RPM in pushrod V8s like the LS7, 9000 RPM in the F20C found in the S2000... and everywhere in between."
*Mopar has left the chat*
0:00 that engine sound givea me flashbacks to when i was running away from a squatter trying to shoor at me and it just sends chills up to my head every time i replay it
Hey 337 speed. Just gotta say that I truly love your vids… you entertain so greatly and inform in such an easy way that it’s like watching a masterpiece. Because your videos are that. A masterpiece 🫶
Y'all are the Absolute Kings of this regarding the Serious and Educated Enthusiast!! So many enthusiasts have no idea about the subject matter covered in this video; but for those of us that do, we greatly appreciate it! No one is Fucking with y'all, Salute!! 😎
When comparing F1 engines to NHRA Top fuel engines with respect to piston speeds, there is one other factor I didn't hear mentioned. F1 engines use gasoline, and Top fuel dragsters use nitromethane. Nitromethane has a slightly faster flame propagation speed than gasoline, and this allows for a higher piston velocity, since the piston can move faster before it outpaces the flame front.
The fact that an F1 engine makes all that power from just a slightly different blend of regular gasoline will never cease to amaze.
Nitromethane burns very slowly.
@@V8Lenny nitromethane burns faster than gasoline. Nitromethane burns about as fast as methanol, which is faster than ethanol, which is in turn faster than gasoline. Nitromethane has a laminar flame speed about 10% higher than isooctane (which is the standard for 100 octane gasoline).
@@shadowboy813 methanol is about 0.5 m/s , isooctane is about 0.45 m/s and nitromethane 0.35 m/s
@@V8Lenny nitromethane has a laminar flame speed of 0.5m/s
Remember: every car can hit 15krpm at least once.
How do you make this awesome animations? Plus your graphic design is quite impressive.
I used to avoid this channel for some reason but this video specifically is getting my mental juices flowing. Thank you
Still building my 10k + RPM, LY6. 2 YEARS later, crank is just laying there 😅
Gonna get ahead and say thanks for the content.
I'm a simple guy, I see a LS7, I hit like.
Holy crap i didn't know there where engines that did go this far in RPM, this video is a really good one about this subject, great detail and incredible illustration, thanks for this one mate.
Ever heard of the 90's 250cc inline 4 reaching 19.000 rpm ? The cbr mc22 and zxr250 do that, stock.(using a gear driven distribution for the cbr, but the zxr's distribution is chain driven). They officially did 45hp (180hp/L), but the cbr has been seen over 50hp (200 hp/L) on dynos
(I myself have a 250cc 4 banger, a gsx250s katana, reaching up to 16k rpm for 40hp (at 13.5k rpm))
Intro sounded and looked beautiful
Great video as always, thoroughly enjoyed it 337! I was wondering, based off your amazing animation and storytelling skills, if you could do a "Seconds from disaster" style video, starting off from some real footage of a engine blowing up, and then based off the investigation of what went wrong to explain in great detail the last few miliseconds of the engine's life, kinda how they had that scene in Cernobyl when detailing hownit got to the reactor core exploding. Thanks!
Sounds like a great idea!
Could be okay for shorts, a few of them for a full video.
But actually besides that, there was a neon srt4 that blew right as they revved to who knows how much, I bet there's a simple reason behind it but nonetheles, it'd be great for a video
This is why I really like my 5.9 liter Cummins and cruising along at 2,200 rpm at 75 mph. It'll do it all day long for years and years and just keep going and going. Sometimes I rev it all the way up to 2,500 RPM.
Thank you for the video and the effort. Very interesting. If you really want to reach extremely high engine speeds, you have to use electric motors (100k-rpm possible). And people who miss the deafening noise of combustion engines can certainly add a sound generator.
The quality if this video is INSANELY GOOD!
9000 rpm isn't "easy" though
Yeah it is, doing it many times is the issue
@@Treeesmith 😐
The fact that you are using assetto corsa (or not lol) and this channel is pumping so much info how the internals of a car work, I can certainly say you earned a subscriber. Keep it up :)
The Shitsuma goes way faster
8:44 dual spring is used to limit spring oscillations. Valve float also happens due to said oscillations, even at higher spring pressures, as at certain frequency spring wont work as expected.
Also they dont rub against each other on engines that i know of. I mean literary rubing, not some parts touching.
They used to have interference fits with each other, but probably not with modern stuff. You probably won't see a ribbon damper on modern valve springs any longer, either. Totally a thing you can google if you want to know more, interfering valve springs probably gets you there.
Nowadays they try and increase the natural resonant RPM of the spring by playing with other things, so you get full conical springs with varying pitch. In theory there would be nothing needing damping and no unnecessary friction which is also the modern hotness. And that's ignoring shaped wire instead of oldschool full round, and what alloy that wire is even made of to begin with. Lotta stuff always changing...
Another killer video, well done
It should also be mentioned that F1 NA engines used injectors positioned above the throttle bodies to take advantage of the charge cooling effect when the fuel enters the low pressure zone in the intake runners. They also used variation in fuel pressure rather than injector pulse to supply fuel at those high RPM's
There's a several bikes that have two injectors per cylinder. The primaries are below the throttle blade and the secondary are closer to the top of the TBs (and some are similar to F1, above the TBs)...
Man, I love these videos, so educational, so soothing with the music. Thanks for the upload.
This channel has stepped up so much in quality it's crazy.
Video is spot on! Yes turning up the RPM on an engine gets expensive quickly. We make 170 hp out of a 1970’s 1.6L NA 8 valve Vw engine, it is in a formula car. We run a custom crank, rods and pistons as the road car components are nowhere near adequate or have the correct piston speed.
Absolutely fantastic work from this channel once again
Love these videos!!! Best narrator out for cars right now!!!!! 🔥🔥
20,000RPM V8 = most beautiful musical instrument ever made by man. There's an old RUclips video of a Renault F1 engine playing "God Save the Queen." Very cool. 😎
I don't know how you made a video on this because you could make at least 20 videos on the topics that you brushed upon brush upon. You've got a lot of knowledge and I would love to speak with you for hours. Is great video
One of the best explanations of “how engines work” I’ve ever seen. Thank you. And yes- we need a return to high RPM normally aspirated engines, because the sound of screaming engines moved people more than outright acceleration. We should work on hydrogen ICE engines, because we could have both environmental AND audible satisfaction!
your videos dont get enough credit. This is the part of Cars/ Engines i love! the actual tech of whats going on
The F20C is an incredible engine. I love my S2000
The amount of detail and clear explanation in this is just 🙌🏿🙌🏿
The engineering knowledge in these videos is far beyond any other car channel on youtube.
Long live the NA V8 V10 and V12'S of decades past. To watch Senna and Prost Manually shifting their Cars at circuits like Monaco is legendary.
Need 337 as my teacher I learn so much from this channel
the sound of the v10 is the greatest sound humankind has ever made in the history of our existence. we peaked and will never ever make anything sounding as good as that did.
Great video! It's so good to finally see someone correctly addressing exhaust velocity not back pressure. Subbed.
Best channel for knowing anything about everything
I'm still fascinated by the quality of your videos. Well done!
These videos are excellent. I love the way you are able to take a complex subject and present it in a way most people could understand.
Its like Wilt Chamberlain hitting fadeaway jumpers on Bill Russell back in the day , these 337 videos are getting a lil bit absurd 😎🫣 and im here for it 💪🏾
The 4 biggest things that allowed F1 cars to rev so high is 1: The engines have no fly wheels, so the engine was freely rev with out any drag on the engine. 2: the internal engine components are made as light as possible whilst maximising strength, like pistons made out of beryllium and titanium con-rods and sodium filled valves or ceramic valves. 3: The engine timing advance and hydraulic lifters on the heads and some other valve timing internals, tuned plenums and exhaust pressure management because the faster you can get rid of the spent exhaust gasses the faster you can get more fresh gases in the engine. 4: This one along with no heavy fly wheel is very important to the high revving F1 engine and that’s the short stroke piston, however todays engines because they are turbo charged (which is better than super charging because there’s no parasitic loss of power on the engine because it’s not driven off the crank shaft with belts and pulleys like a super charger is which saps power from the engine to drive the super charger and a turbo uses spent exhaust gases so there’s no loss of power from off the engine with turbo chargers so you get more power) going back to where I left off above - todays turbo charged F1 engines have a lower compression ratio due to turbo charging, so to try and off set this a little you need a longer piston stroke that allows more air and fuel for a turbo charged engine this bumps up the compression ratio a little but the longer stroke means the RPM is not as high. Whilst this is vastly simplified, I hope it gives someone a little bit of an idea or to understand the engineering that goes into F1 engines to make them so compact light and powerful from a V6 - 1.6 litre engine (62.9 Cubic Inches) that puts out 1,050 Horse Power. Crazy machines at the pinnacle of motorsport.
Honda made motorcycle racing engines that revved to 20,000 rpm nearly 60 years ago, like the RC166, and their RC149 five-cylinder 125 cc made it to 21.500 rpm during the same time. Street bikes reaching about 20,000 rpm came out in the 1980s. What is impressive with the F1 engines is that they could rev that high with so much capacity, making for longer stroke and heavier pistons etc.
BMW's 2006 F1 engine revved to 21000 RPM. I believe it's the highest ever recored RPM in F1 history. N/A high strung, high revving engines are truly an art form!
Awesome production value my brother!!
Excellent video as always, this channel definitely needs a million+ subs. Easily one of the most clear and informative out there.
My dad had a friend that was a pilot and used to bring around a Cosworth tuned rally car. You couldn't stand the pressure from the acceleration and he would bet 100 dollars if you could toucj the dash board during launch.
So much fun tearing around local neighborhoods with that escort.
That S2000 brought me back. I would have loved to have an AP1 (would settle for an AP2 though these days with prices of S2000's). Amazing cars.
Instantly subscribed. The videos produced are extremely high quality content
sidevalve engines produce more torque down low than all the other high tech engines in NA. Add a small turbo and even smaller valves allowing smaller chamber higher compression and a modern small turbine, this modern approach sidevalve engine has been simulated to be the most reliable and efficient torque making engine using modern 10 speed automatics. The torque from idle to 3000rpm is higher than latest diesel engines of the same size using the same turbine sizes. We have overlooked the sidevalve but D-motor has not for aviation.
You’ll love the flathead classes at El Muroc, El Mirage and Bonneville. You’ll see a flathead Ford powered 1940 Ford do 150 mph with, you guessed it…
When Honda was developing their 350cc 4-cylinder MC engine they tested it at the factory to determine its RPM limit; it would do 35,000 revs. Don't know if it was totally stock or if it had been incredibly balanced.
one of the coolest eras of F1. the sound is just unmatched
I look at 10k+ RPM like SpongeBob looks at a glass of water.
Need jt
My car does 18,000 rpm effortlessly and silently, and will NEVER throw a rod.
Thats because it doesn't have any.
Bro, what a video. You talk from F1 engines to NY drag racing scene. Congratulations on the productions.
These videos are awesome, I’ve learned so much on mechanical engineering in general that works for my ADHD brain. Thank you and never stop making videos like this
You explained this so well, I stg your channel is top 1%.
this was a masterpiece!!! excellent job!!!! loved every minute of it!!