The Impossible Engine Speed😳| Explained Ep.28
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- Опубликовано: 6 июл 2023
- Internal combustion engines can operate within a broad range of RPM, from as low as 300RPM in locomotives, 7000RPM in pushrod V8’s like the LS7, 9000RPM in the F20C found in the S2000, or as high as 20000RPM in the Kawasaki Ninja ZX2R and everywhere in between.
Music: By White Bat Audio
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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
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
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
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"
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.
That intro was great
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
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
I love your comparison of steel to aluminium in the crankshaft section. It was so well explained.
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.
The voice, the music, the video is amazingly done. Thanks for the videos
Easily one of the best channels for enthusiasts. Thank you for all of your hard work.
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.😮
I understood most of these concepts prior to this video, but the visuals and the explanations are great to refresh. Quality content as always man, thank you
Great video! It's so good to finally see someone correctly addressing exhaust velocity not back pressure. Subbed.
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.
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?
Great Video 337, each one outdoes the last. Can't wait for the next one!
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.
Excellent video as always, this channel definitely needs a million+ subs. Easily one of the most clear and informative out there.
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)
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.
This channel has stepped up so much in quality it's crazy.
I just want to say that you have the absolute best engineering and enthusiast videos. I was wondering if you could make a video on variable valve lift and variable valve timing. if you could focus on variable valve lift the most that would be great. Thank you for all the amazing videos.
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 🫶
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.
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 :)
I love these videos you break it down so easy to comprehend and I actually learn a lot like with your video on Gale Banks who I literally knew nothing about. Keep up the great work man love the videos!
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.
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
The amount of detail and clear explanation in this is just 🙌🏿🙌🏿
Ahh I was waiting for F1 videos from you and I'm not disappointed always perfect quality you deserve more fame man!
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
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...
This was a really cool video, I’ve been curious about the f1 and motogp drivetrains for a little bit and this was a wonderful introduction to the base differences of what sets them apart. One thing I noticed that I don’t believe was mentioned that I learned in a Rob Dham vid, from what I understand, the drivetrain tolerances are so tight that you need to preheat the motor prior to firing it up, and if it sits for more than 6 months(?) it will need to be disassembled and gone through. The throttlebody/inlet is fascinating as it is brilliant, on his cosworth (bought them for around 16k$ used) essentially there are 2 banks where a channel is made prior to the intake side on the cylinderhead that’s essentially a tube cutting across before the injectors/valves, in it a machined cylinder with 4 channels running into the head for the bank ported to allow air through, as the whole cylinder rotates to either cut off or flow or WOT. Genious for the simplicity and reliability.
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
Still building my 10k + RPM, LY6. 2 YEARS later, crank is just laying there 😅
Another great example of a technical approach to breaking down speed. 👍🏾👍🏾
The engineering knowledge in these videos is far beyond any other car channel on youtube.
How do you make this awesome animations? Plus your graphic design is quite impressive.
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
Absolutely fantastic work from this channel once again
This was fascinating and concise explanation of how these engines work
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
I'm a simple guy, I see a LS7, I hit like.
Great work, really informative and well structured 🔥
Top notch brother. I appreciate the overtime you obviously put in to make these videos.
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))
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.
Man, I love these videos, so educational, so soothing with the music. Thanks for the upload.
I love watching your vids, i can sit there and just feed off all the information your provide, keep it up and never change!👍👍👍👍👍
9000 rpm isn't "easy" though
The Shitsuma goes way faster
As always, great, very informative video! Thanks.
This man’s editing/production skills are incredible 😳. I don’t even know much about cars and this video made me want to
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)...
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.
this was a masterpiece!!! excellent job!!!! loved every minute of it!!
No nonsense straight to the point with an excellent delivery, visually and verbally.
The F20C is an incredible engine. I love my S2000
Instantly subscribed. The videos produced are extremely high quality content
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
I'm still fascinated by the quality of your videos. Well done!
Outstanding explination,great ideas,useful information.
I can confidently say your videos are perfection
Liked the CFD/FEM simulations/animations on this video 🙂
Are them available in a separate video ?!
The quality if this video is INSANELY GOOD!
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.
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.
Very well researched and interesting video. Thank You!
Need 337 as my teacher I learn so much from this channel
Thank you for you're knowledge packed videos 🎉❤
Love these videos!!! Best narrator out for cars right now!!!!! 🔥🔥
your videos dont get enough credit. This is the part of Cars/ Engines i love! the actual tech of whats going on
Holy shit this is one of the best videos I've ever seen on youtube. Exceptional production values and the explanations were spot on.
Bro, what a video. You talk from F1 engines to NY drag racing scene. Congratulations on the productions.
I've had over square and under square turbo 6 cylinder engines with similar hp and both are fun in their own way even though they work a lot different! They were RB20det RB25det and Aussie Barra
Intro sounded and looked beautiful
Appreciate the effort u put into your videos bro theses are extremely entertaining 😊😊
Very nicely put I appreciate your videos , the exhaust one was very informative as well. To me it was more informative I never pictured the pulse waves the way you illustrated them. It answered a long partly unknown answer of why you exhaust is so important other then simply vapor removal!
Another superbly informative video, can't wait for the next one!
Gonna get ahead and say thanks for the content.
CBR250RR of the 90's was a 20k rpm bike. Sounded amazing
Good video. Well explained. Well illustrated and narrated.
This was an amazing video. About to binge all your content lol
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!
You sir, are correct!
Fast and furious showed me you can always downshift for more power no matter how fast youre already going
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.
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!! 😎
Perfect one with a complete step by step details u had shown.. thx u !!!
This was very informative. Thanks.
Although the rotating mass is very important the friction is a huge challenge. My friend worked on these engines and no shell bearings were used in the rods, just coated surfaces.