I never do bc im just too incapable and enjoy learning about it aswell. I think working on cars and learning about the mechanics of them are two separate things.
I would disagree if those gears were designed for the V10/V8 era because low torque engines. The hybrid engines have 3 times more torque but it seems that the gears aren't any wider which amazes me as well.
This is why they are straight cut. Road car gear are not straight cut to drastically reduce noise but as a result need to be thicker and heavier to prevent skipping and the inherent sideways torque of angle cut gears. Even in multi-thousand Nm industrial engines the straight cut gears are thin - this predates anything similar in F1. Indeed, 1920s busses had them, but they were not seamless and in a "crash" configuration with no synchro drive dogs.
@@SocietyUnplugged But, the gear width is still based on the torque the gear transmits... for strength and durability. 1st gear must transmit much more torque and is wider than say 5th gear which sees less torque (due to gear ratios). I believe beryllium is still banned (health issues) but there are some OMG alloys out there that have taken gear strength to new heights... as well as costs... material and machining. Grumman holds the patents on some very exotic alloys. My contact won't say who is using which ones, only that they are being used. This is where the FIA's stupidity on "cost cutting" becomes painfully obvious. Ideally, in racing, you want just enough strength to last the race and 50 more feet. But the FIA saw that as wasteful and threw in the multi-race engine and gearbox rules. So now the gearboxes (and motors) have to last longer... but to get there they had to go to more expensive materials and machining costs. So no money was saved but the FIA can put on their addlepated "Green" smile.
The shaft spacing, when wider apart, means the chord line of power introduced to the gear teeth, is flatter and the force is therefore along a thicker part of the gear tooth. Also there are several teeth always in engagement, lowering the amount of torque loading on each gear tooth.
As an industrial mechanic, I have been working for almost forty years in a company that manufactures gears and gear teeth. It is incredible what has happened in development since then! Gears used to be heavy and clunky. Today they are much lighter and have better torque. The manufacture of gears is a brilliant world in itself. Just by using much better quality controls and technology, you can improve the weight, service life and efficiency immensely! I love this job!
My first career many years ago was as a heavy equipment mechanic....I used to remove these massive transmissions from time to time for repair. Its very surprising to me to see how simple and light the F1 transmissions are and that they can withstand the shifting at such high revs and not blow apart. I wonder, how long do they actually last ?
You may remember they pointed out an oil pump early in the program which helps cool the transmission and insure better oil distribution/volume compared to similar transmissions that just have the gears sitting in the oil to distribute it. Most likely helping longevity of the trans. Something I didn't realize was the two shift drums. I thought they had two separate clutches and gear systems that were independent of each other. One for odd and one for even gears. This way they could shift independently. Shifting delay between the two could then be determined electronically and easily tuned. With the approach used in the video requires just another drum like a self playing piano. Less complicated and less weight. Very cool.
To those who are asking about the gears, here are a few items. First and foremost, gears transmit torque, power is merely the rotational speed times the torque. Why torque? Because a force is transmitted from gear tooth to a mating gear tooth. The force times the pitch circle radius of the gear is the torque. Now why are the gears so narrow? The force that can transmitted depends on the fit between the mating gear teeth. In gear design theory, the objective is to have a rolling contact along a line of contact between the two mating gear teeth. This line of contact depends on the finish tolerances between the gear teeth. Obviously a 100%-line contact is preferred. This takes a high degree of precision and close tolerances. The closer the 100%-line contact is reached the more torque can be transmitted without overstressing the surface of the gear teeth. The gear teeth are also heat treated along with a surface hardening in order to allow higher loading stresses. Also, fatigue life is part of the design of the gear. I am sure that these gears are very life limited in that they may only be safely used for one particular race including the trials and qualifying. This will also reduce the necessary width of the gear. One last item is whether or not, the gears are designed as hunting or non-hunting gear sets. A hunting gear set has different teeth meshing with different teeth on each revolution of the gear set. A non-hunting gear set has the same teeth always meshing with each other. In high torque applications, non-hunting is preferred in order to ensure the best fit. Anyway, that is Gear Theory 101. HTH
I have no freaking clue after watching all of that, but thanks so much for taking your time to explain it. At least I understand a little more and I can appreciate more the design/engineering these guys make. 💙
Great video and I'd often wondered how the seamless shift worked. It's cool to see that the gearboxes are still effectively an old school manual box, with a lot of newer technology incorporated into them.
This video doesn't show how the latest gen seamless shift actually works - it only shows a dual selector drum gearbox which aren't used anymore. The newest version of seamless hasn't been publicly shown, but there are patents showing how it was designed. It completely removes the selector forks in favour of a hollow drive shaft with a mechanism that essentially controls the gear selection through the gear hub itself rather than using shaft mounted dog rings as previous gearboxes do. It's apparently even faster than dual selector drums, with the downside that they need rebuilding more often. If you want to know how the mechanism likely works (again, there's no public info for current gen seamless), there's a few videos on here that demonstrates the basic operating principle.
Tractors have had "stressed members" for years. With straight cut gears and I'm told the crown wheel and pinion are straight cut too, that thing would need a loud exhaust noise to drown out the transmission noise.
Im far too busy lubing my shafts, prior to sliding said shaft inside the dripping wet (with oil :) ) bearings. 😂😂😂😂😂 If inflation goes any higher, it's gonna stress the hell out my member, as hes gonna need to start making LonelyFans content... Hahaha!
Considering the amount of power transmitted, I'm most impressed by those drive dogs which take as much force as anything in there and are the smallest part. Impressive stack of friction discs in the clutch of such small diameter. East to see how just a brush of a barrier in practice makes the mechanics see stars knowing how big a job it is if that housing is cracked.
Clearly got a very classy audience as I can't believe and disappointed that after a quick flip down the comments nobody has made a "stressed member" joke.
this gearbox is just perfectly similar as to how underbone motorcycle gearbox works, the difference is, the hub, in which on motorbikes it was one with the gear, and the selector barrels being single shifting drum on bikes, i tought F1's gearbox was extremely. unique in mechanisms too, glad to know, simple yet effective designs prevail 👌
That was a great vid. I didn't expect the pitch of the gears to be that coarse in F1. Also you can definitely tell how 3d printing is revolutionizing machines, casting that housing, or machining it from a billet would be incredibly difficult by comparison.
The Ferrari F50 road car is the only production car to do this (its connection point is an iron oil sump) and it caught hell for it by Jeremy Clarkson and the motoring press for rattling, being loud being slower than the F40 in 0-60 as well as McLaren F1 but it WHIPPED both at the track. The car is enjoying a revisionist Renaissance now.
It's amazing that the dogs can transmit all that power, being as small as they are. Unless I got it wrong - they are a very high stress part in the system.
Thank you for the video and thank you for speaking a clear and understandable english and thank you for not playing "music" in the background. As a german guy I´m grateful for that. The gear box looks relatively simple and reminds me on the gear boxes of my motor bikes. However, sitting on my motorbike I try to change the gears as soft as possible. Accelerating, than reducing power . . . an in just the moment, the gear forces relax, changing the gear. After some training it works perfectly without "clutch". When I look at the formular 1 gearbox I can imagine that besides the clever engineering of the system also much shock load will happen when the gears change within some milliseconds. So not only the design but the selection of high tech materials will be needed - I think.
Never knew F1 gearboxes were this full of tech and precision. This video was incredibly informative and well put together. The seamless shift technology seems like a game-changer in the sport.
Driver 61, yours is one of a select few F1 related channels that is not a mess of hyperbolic foolishness. It is factual, not subjective...and even more important...INTERESTING. Thank you for a job well done. Live long and prosper.
At minute 2:30 the titanium plate was machined away not for weight but to increase structural rigidity. If it were due to weight, instead of removing all the titanium, they would leave a very very thin layer. The titanium removed is less heavy than the bigger carbon plate and the glue used to fix it.
You should also explain how the clutch packs work. Starting off the clutch pack governing gears 1,3,5,7, which rotates the first barrel, is engaged. When shifting from 1st. to 2nd. gear, the first clutch pack releases as the second clutch pack, which governs the 2,4,6 barrel, engages. As you go up or down through the gears this engagement and disengagement of the clutchs happens in a split second. There is no need for synchro rings, the gears can be straight cut as they are always in mesh. Grinding of gears will not happen unless a signal or hydraulic valve fault occur in the clutch pack, and it is game over.
"A Torsion Bar is a Spring, of course.." It's just the other way round, but the point is valid none the less. Amazing structural integrity in it.Colin Chapman would not be much impressed but Emerson Fittipaldi would, though !
Todays 1000cc Sportbikes are more complex than this. A 2024 BMW 1000 is an astonishing piece of engineering. The IOM TT lap record is on a Superstock bike. A kid can buy the fastest bike on Earth with fast food wages.
They all use F1 technology. Combustion tech really moved on for 4 strokes due to F1 secrets or evolution going over via the likes of Honda. Before this 2-strokes ruled. I's love to see F1 move to 2-stroke motors and develop those.
I don't consider 20+ thousand dollars to be fast food wages but I guess it would be possible to buy one if they're still living at home with the parents. And spoiler alert, the fastest (production) bike on the planet is the Kawasaki H2R which cost 50K...
They needed a car with downforce that's 2x car weight + the power to keep it going that fast to maintain downforce, as well as a round enough tunnel, & the car being somewhat disposable, so a prototype doesn't really work.
So it is a constant mesh, sequential shift, dog (clutch) box, pretty much the same as every motorcycle gearbox since WWII and many before. The main difference is the two selector barrels versus the single cam plate commonly used in British motorcycles. Like the barrels the cam-plate drives the dog clutch across very quickly to avoid the "crash box " sound of the dogs clattering past one another, the change occurs as only a single dog passes. You can get pretty good high-speed clutchless changes with a standard modern road motorcycle gearbox. Gearbox/engine assemblies as stressed members were not an F1 invention, they had been used in cars, motorcycles, and aircraft for a very long time. The HRD Vincent had a box section oil tank bolted across the heads, the front suspension attaching to the front with the upper mounting point of the rear dampers attached to the rear. The cantilever rear pivot point was cast into the unit motor/gearbox casting, the Vincent really had no frame. I would have been more interested to see what had been done to the profiles of the gears and dog clutch to get the best efficiency, shift speed, and reliability. The metallurgy of the gears would have also been interesting.
And in the first lap out of the pit's you need to program these two rotating bars. That's why Max had to go to all the gears in Hungary on a wet track and made a mistake going to the grid. Thus making everything going in sync. So, it's pretty precise how they to that. Precise enough to change overnight or temprature cycle.
Years ago I raced F1 sidecars, I was having issues with the ZZR1100 engine that I was running, I shimmed the gears on each shaft in order to get better dog engagement, this should have helped stop the dogs rounding off. Everything worked really well when testing the gearbox by turning it by hand, however I over did it with the shims, when changing up whilst racing the gearbox ended up being in two gears at the same time, it didn't end well!
Anybody who has stripped and rebuilt an old motorcycle gearbox (e.g. the AMC/Norton box from my 1966 Norton 650SS) would recognise much of that box, selector cam (although on the AMC it's a slotted plate) with multiplate clutch, but without dog rings (they're directly on the gears), reverse, and the dual selector cam.
Thanks for those informations ! :D I'll take that as direct knowledge for my formation next year to become a race car mecanic (at le Mans FFSA academy) 😁 (man i'm so happy to be selected as a student there and i think channels like this are a part of it)
It's really almost the same as my 1997 Honda CBR900RR gearbox. Although that actually shifts certain gears left or right into other gears, instead of using a hub and a dog ring. The gears actually link into each other in the CBR. It does mean that the gears that move left and right have to be wider, adding to the mass of the gears.
Really interesting - thanks! Old school names -"shift drum" and "shift fork" The Dog engaging is that "clunk" you hear when shifting a motorcycle into 1st from neutral.
What an amazing experience, congrats to you for knowing your stuff, and getting to touch it, not including what's not in the video that we saw, naturally. But very entertaining and interesting at the same time, I can see why your sponsor sponsors such things. Cheers!
At first I was a bit surprised that F1 cars still have an actual reverse gear. After all, why not just use the hybrid system for that, and reverse on electric power alone. But then I realized where the MGU-K is placed in the whole power unit......yeah, that's not gonna work... But impressive piece of angineering, and very cool to see!
The dual barrel setup is ingenious, and it's basically a more hardcore version of a DCT in a car, just with two selector barrels instead of two clutches. Makes me think if it's ever going to be implemented on a high-performance motorcycle with a mechanical linkage instead of a hydraulic valve.
I remember when the seamless gearboxes come out on MotoGP, it was fashinating and not many information were released about them. I thought it was something way more complicated than a simple syncronized double barrel system.
@@Mudux i think they use this method because I think that is more reliable and they really wanted just a quicker and smoother shift. In bikes the main target is to cancel the "kick" from the tork of the shift, that can unsettle the bike a lot more than a car. But anyway from the beauty of engineering I think MotoGP wins 😊
@@LucianoBenvenuto-vy6vcTill today I have never seen any video which even remotely covers what kind of magic they do inside MotoGP boxes. The tech is more top secret than some national secrets..😂
@@srinitaaigaura unfortunately I don't remember where, but I've seen it documented a couple years ago somewhere.. and if I'm not wrong Ducati has presented a patent here in Italy for a seamless gearbox for street bikes (I believe for possible use in SBK) It would be very expensive but I think give it some time maybe it would become reality someday
This is very similar to what Honda is using today in automatic transmissions for motorbikes such as the NC750 or GoldWing, for example. The Dual Clutch system. Two clutches, one on each shaft. On one shaft are the first, third and fifth gears and on the second shaft are the second, fourth and sixth gears. In other words, if the engine is running with the fourth gear, located on the second shaft, the clutch on the first shaft is ready to engage the third or fifth gear. I own the NC750, and I can say that the shift and transition is impeccably immediate and almost imperceptible. In addition, the transmission is fitted with an anti-rebound system to prevent wheel lock-up in very fast downshifts, especially in sport mode, or by using the handlebar paddles.
"This word usage is a metaphor derived from the idea of a dog (animal) biting and holding on, the "dog" name derived from the basic idea of how a dog jaw locks on, by the movement of the jaw, or by the presence of many teeth" From Wikipedia
They also put ref and sync sensors on the shafts (same sensors used for engine cam shaft timing for fuel and ignition) to know when the dogs won’t line up for the next gear to be able to seamless shift with a single clutch. That’s why when you hear the engineers say “we have lost gear box ref or gear box sync” they can still shift but not as quickly and also not advised to shift until it comes back online if at all as it can result in box damage if you bash dogs.
Just like a bike gearbox, where it's called a positive stop mechanism and has been in use since the 1930's in basically the same form. A bike gearbox, well, a modern type anyway, can be shifted without using the clutch, by slightly rolling off the throttle. Although there are now quick shifts where the ignition is momentarily killed by the ecu to allow almost instant shifts. I remember discovering that F1 used the same system as bikes in the late 80's and wondering whether it was influenced by a biker F1 designer! That double selector system is very ingenious though! Most impressive thing for me here is the 3d printed Ti gearcase, wow!
Fun Fact: At Monaco in 2006 one of the Red Bull engineers came over the the Super Aguri garage to chat away about pit-stop techniques (SA was actually one of the fastest pitstop crews at the time - too much practice maybe). At one point he paused and said. "Hey, how come you have our gearbox?!" The reply was, "We don't have yours, you have ours." What happened was Super Aguri bought the IP of Orange Arrows which included their seamless shift. OA had the first geared seamless shift on the grid - CVT is different as it has no cut gears. Red Bull had licensed the IP, not bought it.
The one detail I've been most wondering about doesn't get a mention: how does the seamless shit timing get controlled? I ran into the basic idea a few years back , but never the details so I've speculated that the solution was the tension the already engaged dogs so they snap out of engagement as soon as they are unloaded by the next gear. But you could also sequence the engage/disengage action with the right timing. I'm curious which is done. Another thing related to seamless shifts I've thought would be fun to play with is the fact that solution only works on an up shift. If you could figure out how to lay out a track so the cars want to _down-shift_ under power (e.g. a climbing and tightening turn?) that would be fun to watch teams deal with.
I think there's a lot of what you suggest going on during a shift. The two barrels are moved by hydraulic pressure probably selected at the same time, but they don't necessarily move if blocked, for example by the dog teeth lining up on gear and dog ring or the latching effect of the dog rings on a gear under load (acceleration/engine braking). There are only 5 dog "teeth" on the dog ring and gear, so when the barrel preselecting the next gear moves, there is a short gap before the dogs engage. But the disengaging gear barrel has to overcome the latching effect of that gear's still-engaged dogs and maybe the hydraulic pressure is not enough to do that, so can only move when the new gear takes up the slack and releases it. The outgoing gear barrel then has to move the dog clutch out in the time before the dogs move across the gap and engage again! All that can only happen by having two barrels so they can move separately (in time), even though both are pressurised to move at the same time. Coming down through the gears the loads are in the opposite direction so things would still work as desired. That would certainly make the shift seamless going up or down the box. As to your last suggestion, I don't think there is any way to get a steep enough gradient that a modern F1 car would need a downshift under load to confuse things!
@@salamander5703 do you know that is how things work, or are you speculating the same as me? As for down shifting, the acceleration of the input shaft is in the opposite direction as during an upshift but torque is the same (i.e. they don't engine break). I'm 99% sure that prevents seamless downshifts under power. As for building a track that wants downshifts under power, the trick would be to make the driver's want to slow down slightly slower than they would just by coasting, it doesn't need to be much power, anything above zero will pose the same dilemma. You could even do it on the flat if you have enough space for the right sequence of corners or a few loops to spiral in though.
@@salamander5703 Newest gen seamless shift has done away with selector forks and drums for MotoGP. It instead uses a special hubs for each gear with arms to engage the inside of the gear, the arms themselves are spring loaded and when not selected, a pin keeps them depressed. The pin itself is manipulated by control arms that run inside the driveshaft with notches cut into them, so when you select a gear, the pin drops down into the cut out, the engagement arms can then push out due to the spring and engage dogs on the inside of the gear. It's seamless due to the speed differential when shifting on acceleration or deceleration - when the next gear is in the process of being selected, the faster moving gear (for acceleration) starts to take the load while the slower moving gear effectively disengages. They have insanely fast shift times, however the control arms that run through the drive shaft have a short lifespan due to the power that goes through them and their relatively thin size. They're prone to warpage and will stretch out of proper alignment if not replaced often enough (usually after every race).
Incredible to see the inner workings of these surprisingly small, compact gearboxes which have an unbelievable stress attatched to their workings. Can I just say, whilst I'm no mechanic, I thoroughly enjoy such videos like these, but you really HAVE TO SLOW DOWN the delivery, for there's no time to take in the intricasies of all being shown and explained, before the footage and information is lost to the next paragraph, or two, of words. Whilst it is a privilage to have someone show this normally secretive area of F1, and I am in awe of the mans skill, knowledge and ability, could they not have provided someone who can deliver the information, who seems either uninterested or forced to do so, as it would make this video so much better..
Love this video - so helpful and informative. My only concern would be the battery life in a lithium electrolyte battery that is constantly getting charged/discharged. A Porsche Tech told me that he would expect the battery to last about 35,000 km before requiring replacement on average, and that as a result, one could expect an operational cost of this vehicle of about $1/km. that simply does not exist in the pure ICE 992.1. If they could up their battery game to leverage super capacitors or solid state batteries, the long term viability of the battery could be much improved. I'd be interested in others' thoughts on this.
Its old style F1 & LMP1 gearbox. From about 2013-2014 F1 and LMP1 use cassette type gearbox, where there are the stressed casing from CF and unstressed gearbox inside. More efficient because you can change the suspension arm points without changing the whole gearbox case
Great details! Really cool to see both inside and outside of the gear box. Can they do weld repairs to the 3D printed titanium gear box casing? Like if a mounting point got cracked or something like that...
This is somewhat different than the gearbox on the Tyrrell 022 that I worked on. The cases were made of magnesium and there was only one selector barrel.
Kind of surprising to see spur gears in here. Im a gear cutter, but not in the automotive field. Wouldve thought helical gears with a smaller pitch would increase contact ratio, reducing wear on the gears.
@@bensalyer2652 I don’t know their exact specs, but they’re probably relatively loose. It’s part of why they don’t drive slow very well. Low inertia with no cushion and loose clearances makes it want to jerk and buck a lot.
Yes! More of these mechanical breakdowns. 👍🏼 Also, would love to see more on how repairs are made during a race. How far will teams go to get a car back out on the track just to get a Finish? What are the rule restrictions regarding repairs? And what about between races? How far do teams go before a car is deemed “totaled” and abandoned? Finally, tell us about cannibalization. What can be salvaged, and how often do teams truly build a new car from the ground up and not rely on reclaimed parts? Thanks❣️
Yup, surprisingly simple in operation. Very much like the trannies in my motorcycles. I wonder what level of detail Brilliant gets into when it comes to gear design. Decades ago, designing a gear set seemed to take a lot more into account, as much of it has since been complimented by not only 3D modeling and the subsequent modern CNC/manufacturing processes, but also modern FEA software. When I first started doing gear design, much of it being plastic gears, I entered at a time where I had to learn about approach action and recess action (AA/RA). Those equations helped me design gear systems that minimized wear. Then, I had to run through some basic stress calcs. Now, AA/RA isn't such a big deal (more modern engineered materials and those 3D CAD/CAM implemented tools), but I don't doubt it can still play a part in design of gearboxes, including metal gears. Since they're trying to minimize weight, rotational mass, while having a defined life (which isn't something like a consumer or industrial system has to deliver), properly accounting for these nuances can really trim the design to an optimal performing system.
The issue with the auto industry is not the industry but the consumer. Most people will not tolerate the whine of the gearbox and low-speed shift abruptness. The automatic transmission is king of comfort and smooth shifts at any load speed and can do this for a very long time. These F1 transmission have limited life and high cost when compared to a planetary gear auto transmission.
Transmission like that can be made to be durable enough and cheaper than an automatic transmission. But it still would be whiney and harsher. For what is worth motorcycles use very similar transmission type. Some motorcycles have a device called quick shifter that doesn't require to use clutch or to let off the throttle. You just need to tap the lever, which can be automated easily.
That is SO cool!! One thing I've wondered about is ... does the driver, or a computer, decrease the throttle during a shift to avoid breaking the tires loose?
OMG that clutch...... Thats it? I can understand the gear sizes as they are probably titanium but that clutch is so tiny and still has to drive that car forward . Man that is amazing!!! Good stuff Driver61!!!!!
Titanium is not so good as a gear material. It can work in much more lightly loaded applications but if loads are that low, often plastics are better. It's hard to beat good old fashioned steel for some things.
![BLACK BAG - Official Trailer [HD] - Only in Theaters March 14](http://i.ytimg.com/vi/Du0Xp8WX_7I/mqdefault.jpg)
Even though I no longer turn a wrench due to physical issues, I still love learning about stuff like this. Truly fascinating.
hope you get well soon mate :)
Same here my friend, I have 20+ years experience but still work on my own car here and there.
Same here. Miss building cars (back injuries) but this guy is so interesting to watch. Makes me long for those days again
Get well soon❤
I never do bc im just too incapable and enjoy learning about it aswell. I think working on cars and learning about the mechanics of them are two separate things.
I’m always amazed at the narrowness of the gears, considering the power they have to transmit ❤
I would disagree if those gears were designed for the V10/V8 era because low torque engines. The hybrid engines have 3 times more torque but it seems that the gears aren't any wider which amazes me as well.
This is why they are straight cut. Road car gear are not straight cut to drastically reduce noise but as a result need to be thicker and heavier to prevent skipping and the inherent sideways torque of angle cut gears. Even in multi-thousand Nm industrial engines the straight cut gears are thin - this predates anything similar in F1. Indeed, 1920s busses had them, but they were not seamless and in a "crash" configuration with no synchro drive dogs.
@@SocietyUnplugged But, the gear width is still based on the torque the gear transmits... for strength and durability. 1st gear must transmit much more torque and is wider than say 5th gear which sees less torque (due to gear ratios). I believe beryllium is still banned (health issues) but there are some OMG alloys out there that have taken gear strength to new heights... as well as costs... material and machining. Grumman holds the patents on some very exotic alloys. My contact won't say who is using which ones, only that they are being used. This is where the FIA's stupidity on "cost cutting" becomes painfully obvious. Ideally, in racing, you want just enough strength to last the race and 50 more feet. But the FIA saw that as wasteful and threw in the multi-race engine and gearbox rules. So now the gearboxes (and motors) have to last longer... but to get there they had to go to more expensive materials and machining costs. So no money was saved but the FIA can put on their addlepated "Green" smile.
The shaft spacing, when wider apart, means the chord line of power introduced to the gear teeth, is flatter and the force is therefore along a thicker part of the gear tooth. Also there are several teeth always in engagement, lowering the amount of torque loading on each gear tooth.
Materials man
As an industrial mechanic, I have been working for almost forty years in a company that manufactures gears and gear teeth. It is incredible what has happened in development since then! Gears used to be heavy and clunky. Today they are much lighter and have better torque. The manufacture of gears is a brilliant world in itself. Just by using much better quality controls and technology, you can improve the weight, service life and efficiency immensely! I love this job!
My first career many years ago was as a heavy equipment mechanic....I used to remove these massive transmissions from time to time for repair. Its very surprising to me to see how simple and light the F1 transmissions are and that they can withstand the shifting at such high revs and not blow apart. I wonder, how long do they actually last ?
They can last 6 races (p3 to quali, to race) or more, ~400km per weekend = ~2400 high stress kms.
@@chiefdenis very cool ... 6 races , thats pretty good !
You may remember they pointed out an oil pump early in the program which helps cool the transmission and insure better oil distribution/volume compared to similar transmissions that just have the gears sitting in the oil to distribute it. Most likely helping longevity of the trans. Something I didn't realize was the two shift drums. I thought they had two separate clutches and gear systems that were independent of each other. One for odd and one for even gears. This way they could shift independently. Shifting delay between the two could then be determined electronically and easily tuned. With the approach used in the video requires just another drum like a self playing piano. Less complicated and less weight. Very cool.
To those who are asking about the gears, here are a few items. First and foremost, gears transmit torque, power is merely the rotational speed times the torque. Why torque? Because a force is transmitted from gear tooth to a mating gear tooth. The force times the pitch circle radius of the gear is the torque. Now why are the gears so narrow? The force that can transmitted depends on the fit between the mating gear teeth. In gear design theory, the objective is to have a rolling contact along a line of contact between the two mating gear teeth. This line of contact depends on the finish tolerances between the gear teeth. Obviously a 100%-line contact is preferred. This takes a high degree of precision and close tolerances. The closer the 100%-line contact is reached the more torque can be transmitted without overstressing the surface of the gear teeth. The gear teeth are also heat treated along with a surface hardening in order to allow higher loading stresses. Also, fatigue life is part of the design of the gear. I am sure that these gears are very life limited in that they may only be safely used for one particular race including the trials and qualifying. This will also reduce the necessary width of the gear. One last item is whether or not, the gears are designed as hunting or non-hunting gear sets. A hunting gear set has different teeth meshing with different teeth on each revolution of the gear set. A non-hunting gear set has the same teeth always meshing with each other. In high torque applications, non-hunting is preferred in order to ensure the best fit. Anyway, that is Gear Theory 101. HTH
Gears ⚙️ aka spinning levers 😮
@@ianmangham4570 exactly!
Excellent explanation, thank you !!
@@AlbertRobinson-v3y yvw
As a mechanic and F1 fan i love this type of content! Thanks!
I have no freaking clue after watching all of that, but thanks so much for taking your time to explain it. At least I understand a little more and I can appreciate more the design/engineering these guys make. 💙
Great video and I'd often wondered how the seamless shift worked. It's cool to see that the gearboxes are still effectively an old school manual box, with a lot of newer technology incorporated into them.
Simplicity is king, and manual will always be the king of simplicity
This video doesn't show how the latest gen seamless shift actually works - it only shows a dual selector drum gearbox which aren't used anymore. The newest version of seamless hasn't been publicly shown, but there are patents showing how it was designed. It completely removes the selector forks in favour of a hollow drive shaft with a mechanism that essentially controls the gear selection through the gear hub itself rather than using shaft mounted dog rings as previous gearboxes do.
It's apparently even faster than dual selector drums, with the downside that they need rebuilding more often. If you want to know how the mechanism likely works (again, there's no public info for current gen seamless), there's a few videos on here that demonstrates the basic operating principle.
Tractors have had "stressed members" for years. With straight cut gears and I'm told the crown wheel and pinion are straight cut too, that thing would need a loud exhaust noise to drown out the transmission noise.
Yep love the tech, no one else does it so clean and understandable
I do work for the company that makes the microhydraulics for these. Super cool to see.
Do you know how the timing of the gearbox works ?
@@RogerKeulen I do security, not engineering
Im far too busy lubing my shafts, prior to sliding said shaft inside the dripping wet (with oil :) ) bearings.
😂😂😂😂😂
If inflation goes any higher, it's gonna stress the hell out my member, as hes gonna need to start making LonelyFans content... Hahaha!
Considering the amount of power transmitted, I'm most impressed by those drive dogs which take as much force as anything in there and are the smallest part. Impressive stack of friction discs in the clutch of such small diameter.
East to see how just a brush of a barrier in practice makes the mechanics see stars knowing how big a job it is if that housing is cracked.
They could buy the house I'm renting with that transmission...
My current monthly rent is more than my parents paid for their first house. I am sure rents will soon catch up with gearbox prices.
@@bertram-raven so depressing that that's actually plausible.
Or fill up your gas tank 1000 times. Ohh, wait... No, sorry. 999 times.... 998.... 997.... 996....
Clearly got a very classy audience as I can't believe and disappointed that after a quick flip down the comments nobody has made a "stressed member" joke.
I didn't go there until I read your comment, get your head out the gutter! 😂
“Stressed member with its load going through it”
Because it takes a " stressed member" to be into this kinda stuff...
@@MrHiBeta Legend! :D
Fnaar Fnaaar.
I wondered how they shifted.. Absolutely amazing !! Thank you !!😊
this gearbox is just perfectly similar as to how underbone motorcycle gearbox works,
the difference is, the hub, in which on motorbikes it was one with the gear,
and the selector barrels being single shifting drum on bikes,
i tought F1's gearbox was extremely. unique in mechanisms too,
glad to know, simple yet effective designs prevail 👌
That was a great vid. I didn't expect the pitch of the gears to be that coarse in F1. Also you can definitely tell how 3d printing is revolutionizing machines, casting that housing, or machining it from a billet would be incredibly difficult by comparison.
By all means please do more of this type of content Scott!
Really enjoyed it.
I love the in depth technical content.
Thank you for sharing.
The Ferrari F50 road car is the only production car to do this (its connection point is an iron oil sump) and it caught hell for it by Jeremy Clarkson and the motoring press for rattling, being loud being slower than the F40 in 0-60 as well as McLaren F1 but it WHIPPED both at the track. The car is enjoying a revisionist Renaissance now.
This is by far my favourite recent video! Great technical insight :)
This is why F1 is so important to the future of our Automobiles.
It would be a dream to own and work in that kind of workshop. Mad respect to them!
It's amazing that the dogs can transmit all that power, being as small as they are. Unless I got it wrong - they are a very high stress part in the system.
Happy to let you know that I like this content and would like you to make more. The engineering in F1 is endlessly fascinating.
Thank you for the video and thank you for speaking a clear and understandable english and thank you for not playing "music" in the background. As a german guy I´m grateful for that. The gear box looks relatively simple and reminds me on the gear boxes of my motor bikes. However, sitting on my motorbike I try to change the gears as soft as possible. Accelerating, than reducing power . . . an in just the moment, the gear forces relax, changing the gear. After some training it works perfectly without "clutch". When I look at the formular 1 gearbox I can imagine that besides the clever engineering of the system also much shock load will happen when the gears change within some milliseconds. So not only the design but the selection of high tech materials will be needed - I think.
I have 0 mechanic knowledge but these types of videos are very interesting. I love f1 and its very cool to see the inside of the cars :)
Motorcycle was the first thing that came to mind.
An Xtrac gearbox - legendary transmission company. Great video!
Never knew F1 gearboxes were this full of tech and precision. This video was incredibly informative and well put together. The seamless shift technology seems like a game-changer in the sport.
Driver 61, yours is one of a select few F1 related channels that is not a mess of hyperbolic foolishness. It is factual, not subjective...and even more important...INTERESTING. Thank you for a job well done. Live long and prosper.
Knowing well how mechanical gearbox works I truly enjoyed this episode. What a marvel of technology. Thanks a lot.
I'm so glad you mentioned indeterminate design, his videos where he makes an aerodynamic beast of a remote controlled car are brilliant
No voice ever needed this much sizzle and high end energy. Its exhausting.
Pretty much looks like a motorcycle gearbox very cool. Long live the dog box 📦 ❤
At minute 2:30 the titanium plate was machined away not for weight but to increase structural rigidity. If it were due to weight, instead of removing all the titanium, they would leave a very very thin layer. The titanium removed is less heavy than the bigger carbon plate and the glue used to fix it.
I've been to Xtrac many times and its amazing to see how polished everything is. Beautiful.
You should also explain how the clutch packs work. Starting off the clutch pack governing gears 1,3,5,7, which rotates the first barrel, is engaged. When shifting from 1st. to 2nd. gear, the first clutch pack releases as the second clutch pack, which governs the 2,4,6 barrel, engages. As you go up or down through the gears this engagement and disengagement of the clutchs happens in a split second. There is no need for synchro rings, the gears can be straight cut as they are always in mesh. Grinding of gears will not happen unless a signal or hydraulic valve fault occur in the clutch pack, and it is game over.
"A Torsion Bar is a Spring, of course.." It's just the other way round, but the point is valid none the less.
Amazing structural integrity in it.Colin Chapman would not be much impressed but Emerson Fittipaldi would, though !
Todays 1000cc Sportbikes are more complex than this. A 2024 BMW 1000 is an astonishing piece of engineering. The IOM TT lap record is on a Superstock bike. A kid can buy the fastest bike on Earth with fast food wages.
They all use F1 technology. Combustion tech really moved on for 4 strokes due to F1 secrets or evolution going over via the likes of Honda. Before this 2-strokes ruled. I's love to see F1 move to 2-stroke motors and develop those.
I don't consider 20+ thousand dollars to be fast food wages but I guess it would be possible to buy one if they're still living at home with the parents.
And spoiler alert, the fastest (production) bike on the planet is the Kawasaki H2R which cost 50K...
What happened to your "driving upside down" challenge?
Costs
Not got enough moneys
He fell down and didn't wanted to be featured in a FailArmy video ;-)
They needed a car with downforce that's 2x car weight + the power to keep it going that fast to maintain downforce, as well as a round enough tunnel, & the car being somewhat disposable, so a prototype doesn't really work.
So it is a constant mesh, sequential shift, dog (clutch) box, pretty much the same as every motorcycle gearbox since WWII and many before. The main difference is the two selector barrels versus the single cam plate commonly used in British motorcycles. Like the barrels the cam-plate drives the dog clutch across very quickly to avoid the "crash box " sound of the dogs clattering past one another, the change occurs as only a single dog passes. You can get pretty good high-speed clutchless changes with a standard modern road motorcycle gearbox.
Gearbox/engine assemblies as stressed members were not an F1 invention, they had been used in cars, motorcycles, and aircraft for a very long time. The HRD Vincent had a box section oil tank bolted across the heads, the front suspension attaching to the front with the upper mounting point of the rear dampers attached to the rear. The cantilever rear pivot point was cast into the unit motor/gearbox casting, the Vincent really had no frame.
I would have been more interested to see what had been done to the profiles of the gears and dog clutch to get the best efficiency, shift speed, and reliability. The metallurgy of the gears would have also been interesting.
And in the first lap out of the pit's you need to program these two rotating bars. That's why Max had to go to all the gears in Hungary on a wet track and made a mistake going to the grid. Thus making everything going in sync. So, it's pretty precise how they to that. Precise enough to change overnight or temprature cycle.
Years ago I raced F1 sidecars, I was having issues with the ZZR1100 engine that I was running, I shimmed the gears on each shaft in order to get better dog engagement, this should have helped stop the dogs rounding off. Everything worked really well when testing the gearbox by turning it by hand, however I over did it with the shims, when changing up whilst racing the gearbox ended up being in two gears at the same time, it didn't end well!
Anybody who has stripped and rebuilt an old motorcycle gearbox (e.g. the AMC/Norton box from my 1966 Norton 650SS) would recognise much of that box, selector cam (although on the AMC it's a slotted plate) with multiplate clutch, but without dog rings (they're directly on the gears), reverse, and the dual selector cam.
Or a riding lawnmower transmission.
Any Japanese bike does it better.
@@frogandspanner I thought I knew moto gear boxes well until I rebuilt a Hodaka transmission. Whole different way of thinking.
Thanks for those informations ! :D
I'll take that as direct knowledge for my formation next year to become a race car mecanic (at le Mans FFSA academy) 😁
(man i'm so happy to be selected as a student there and i think channels like this are a part of it)
It's really almost the same as my 1997 Honda CBR900RR gearbox. Although that actually shifts certain gears left or right into other gears, instead of using a hub and a dog ring. The gears actually link into each other in the CBR. It does mean that the gears that move left and right have to be wider, adding to the mass of the gears.
Really interesting - thanks! Old school names -"shift drum" and "shift fork" The Dog engaging is that "clunk" you hear when shifting a motorcycle into 1st from neutral.
What an amazing experience, congrats to you for knowing your stuff, and getting to touch it, not including what's not in the video that we saw, naturally. But very entertaining and interesting at the same time, I can see why your sponsor sponsors such things. Cheers!
I almost didn't watch this but I LOVED it! Thanks man, only the most intelligent & knowledgeable can learn and teach simultaneously. Big ups
At first I was a bit surprised that F1 cars still have an actual reverse gear. After all, why not just use the hybrid system for that, and reverse on electric power alone. But then I realized where the MGU-K is placed in the whole power unit......yeah, that's not gonna work...
But impressive piece of angineering, and very cool to see!
The dual barrel setup is ingenious, and it's basically a more hardcore version of a DCT in a car, just with two selector barrels instead of two clutches. Makes me think if it's ever going to be implemented on a high-performance motorcycle with a mechanical linkage instead of a hydraulic valve.
That is actually crazy, engineers deserve way much more credit! Hopefully one day i will become one myself!
Yup, the unsung heroes of F1
I remember when the seamless gearboxes come out on MotoGP, it was fashinating and not many information were released about them. I thought it was something way more complicated than a simple syncronized double barrel system.
Wow! Loved this content, really super interesting. Thanks Scott.
Love teardowns and explanations of cool racing tech, more of this please ❤
The MotoGP seamless gearbox is even more fascinating, it's different in concept
yeah, this F1 gearbox isn't really seamless.
@@Mudux i think they use this method because I think that is more reliable and they really wanted just a quicker and smoother shift. In bikes the main target is to cancel the "kick" from the tork of the shift, that can unsettle the bike a lot more than a car. But anyway from the beauty of engineering I think MotoGP wins 😊
@@LucianoBenvenuto-vy6vcTill today I have never seen any video which even remotely covers what kind of magic they do inside MotoGP boxes. The tech is more top secret than some national secrets..😂
@@srinitaaigaura unfortunately I don't remember where, but I've seen it documented a couple years ago somewhere.. and if I'm not wrong Ducati has presented a patent here in Italy for a seamless gearbox for street bikes (I believe for possible use in SBK) It would be very expensive but I think give it some time maybe it would become reality someday
The heck? Motogp boxes aren't the same as mass production superbikes? I need to go check this out.
I love the level of detail you go to in your videos. Keep it up!
This is very similar to what Honda is using today in automatic transmissions for motorbikes such as the NC750 or GoldWing, for example.
The Dual Clutch system. Two clutches, one on each shaft. On one shaft are the first, third and fifth gears and on the second shaft are the second, fourth and sixth gears.
In other words, if the engine is running with the fourth gear, located on the second shaft, the clutch on the first shaft is ready to engage the third or fifth gear.
I own the NC750, and I can say that the shift and transition is impeccably immediate and almost imperceptible.
In addition, the transmission is fitted with an anti-rebound system to prevent wheel lock-up in very fast downshifts, especially in sport mode, or by using the handlebar paddles.
Silly question: Where did the term "Dogs" on the rings come from? Love your insider access to this world.
"This word usage is a metaphor derived from the idea of a dog (animal) biting and holding on, the "dog" name derived from the basic idea of how a dog jaw locks on, by the movement of the jaw, or by the presence of many teeth"
From Wikipedia
@@Sakehime the fact that you credited Wiki for that says alot, you a real one
I have long wanted to see this. It is hard to believe the stresses these parts withstand and how long they persist in doing so.
Crazy that it's so delicate yet able to endure and transmit all the power.
They also put ref and sync sensors on the shafts (same sensors used for engine cam shaft timing for fuel and ignition) to know when the dogs won’t line up for the next gear to be able to seamless shift with a single clutch. That’s why when you hear the engineers say “we have lost gear box ref or gear box sync” they can still shift but not as quickly and also not advised to shift until it comes back online if at all as it can result in box damage if you bash dogs.
Just like a bike gearbox, where it's called a positive stop mechanism and has been in use since the 1930's in basically the same form. A bike gearbox, well, a modern type anyway, can be shifted without using the clutch, by slightly rolling off the throttle. Although there are now quick shifts where the ignition is momentarily killed by the ecu to allow almost instant shifts. I remember discovering that F1 used the same system as bikes in the late 80's and wondering whether it was influenced by a biker F1 designer! That double selector system is very ingenious though! Most impressive thing for me here is the 3d printed Ti gearcase, wow!
Fun Fact:
At Monaco in 2006 one of the Red Bull engineers came over the the Super Aguri garage to chat away about pit-stop techniques (SA was actually one of the fastest pitstop crews at the time - too much practice maybe). At one point he paused and said. "Hey, how come you have our gearbox?!" The reply was, "We don't have yours, you have ours."
What happened was Super Aguri bought the IP of Orange Arrows which included their seamless shift. OA had the first geared seamless shift on the grid - CVT is different as it has no cut gears. Red Bull had licensed the IP, not bought it.
Soooo much to learn! Incredible stuff!!
In all my years as a mechanic, the lay shaft was an intermediate shaft in the gearbox, not the input shaft from the clutch, not the output shaft.
What a video you put out thank you very much!!! Great job explaining the gearbox collaborating with TDF 👏🏼
The one detail I've been most wondering about doesn't get a mention: how does the seamless shit timing get controlled? I ran into the basic idea a few years back , but never the details so I've speculated that the solution was the tension the already engaged dogs so they snap out of engagement as soon as they are unloaded by the next gear. But you could also sequence the engage/disengage action with the right timing. I'm curious which is done.
Another thing related to seamless shifts I've thought would be fun to play with is the fact that solution only works on an up shift. If you could figure out how to lay out a track so the cars want to _down-shift_ under power (e.g. a climbing and tightening turn?) that would be fun to watch teams deal with.
I think there's a lot of what you suggest going on during a shift.
The two barrels are moved by hydraulic pressure probably selected at the same time, but they don't necessarily move if blocked, for example by the dog teeth lining up on gear and dog ring or the latching effect of the dog rings on a gear under load (acceleration/engine braking).
There are only 5 dog "teeth" on the dog ring and gear, so when the barrel preselecting the next gear moves, there is a short gap before the dogs engage. But the disengaging gear barrel has to overcome the latching effect of that gear's still-engaged dogs and maybe the hydraulic pressure is not enough to do that, so can only move when the new gear takes up the slack and releases it.
The outgoing gear barrel then has to move the dog clutch out in the time before the dogs move across the gap and engage again!
All that can only happen by having two barrels so they can move separately (in time), even though both are pressurised to move at the same time.
Coming down through the gears the loads are in the opposite direction so things would still work as desired.
That would certainly make the shift seamless going up or down the box.
As to your last suggestion, I don't think there is any way to get a steep enough gradient that a modern F1 car would need a downshift under load to confuse things!
@@salamander5703 do you know that is how things work, or are you speculating the same as me?
As for down shifting, the acceleration of the input shaft is in the opposite direction as during an upshift but torque is the same (i.e. they don't engine break). I'm 99% sure that prevents seamless downshifts under power.
As for building a track that wants downshifts under power, the trick would be to make the driver's want to slow down slightly slower than they would just by coasting, it doesn't need to be much power, anything above zero will pose the same dilemma. You could even do it on the flat if you have enough space for the right sequence of corners or a few loops to spiral in though.
@@benjaminshropshire2900 I'm just speculating. Maybe someone who does know will explain it for us.
@@salamander5703 Newest gen seamless shift has done away with selector forks and drums for MotoGP.
It instead uses a special hubs for each gear with arms to engage the inside of the gear, the arms themselves are spring loaded and when not selected, a pin keeps them depressed.
The pin itself is manipulated by control arms that run inside the driveshaft with notches cut into them, so when you select a gear, the pin drops down into the cut out, the engagement arms can then push out due to the spring and engage dogs on the inside of the gear. It's seamless due to the speed differential when shifting on acceleration or deceleration - when the next gear is in the process of being selected, the faster moving gear (for acceleration) starts to take the load while the slower moving gear effectively disengages.
They have insanely fast shift times, however the control arms that run through the drive shaft have a short lifespan due to the power that goes through them and their relatively thin size. They're prone to warpage and will stretch out of proper alignment if not replaced often enough (usually after every race).
Incredible to see the inner workings of these surprisingly small, compact gearboxes which have an unbelievable stress attatched to their workings. Can I just say, whilst I'm no mechanic, I thoroughly enjoy such videos like these, but you really HAVE TO SLOW DOWN the delivery, for there's no time to take in the intricasies of all being shown and explained, before the footage and information is lost to the next paragraph, or two, of words. Whilst it is a privilage to have someone show this normally secretive area of F1, and I am in awe of the mans skill, knowledge and ability, could they not have provided someone who can deliver the information, who seems either uninterested or forced to do so, as it would make this video so much better..
Love this video - so helpful and informative. My only concern would be the battery life in a lithium electrolyte battery that is constantly getting charged/discharged. A Porsche Tech told me that he would expect the battery to last about 35,000 km before requiring replacement on average, and that as a result, one could expect an operational cost of this vehicle of about $1/km. that simply does not exist in the pure ICE 992.1. If they could up their battery game to leverage super capacitors or solid state batteries, the long term viability of the battery could be much improved. I'd be interested in others' thoughts on this.
10:10 someone trying to summon a hadouken in the bottom right 😂
Great video! Love the nerdy F1 content like this!
Love this hardware tech stuff. I will watch these every time.
Super cool! Thank you for giving us such a detailed look at the inner workings of an F1 transmission!
Its old style F1 & LMP1 gearbox. From about 2013-2014 F1 and LMP1 use cassette type gearbox, where there are the stressed casing from CF and unstressed gearbox inside. More efficient because you can change the suspension arm points without changing the whole gearbox case
I knew it, I knew there were gears in there.
what an amazing idea for a business, kudos to TDF
Great details! Really cool to see both inside and outside of the gear box.
Can they do weld repairs to the 3D printed titanium gear box casing? Like if a mounting point got cracked or something like that...
Brilliant. Love to see more. My head kinda hurts but I think I get it.
Great video. The sequential gearbox is really interesting.
Always thought along the same lines of all gears meshing at the same time but each gear had it's own hydraulic clutch on it. Cool Stuff!
This is awesome, thank you!
Thanks for the excellent video! It is difficult to picture how a titanium 3D printed part works. Awesome tech!
This is just as simple as motorcycle gears.! Awesome stuff!
In the billiards diagram @6:09 ... the 3 ball (red) would miss due to contact induced throw (CIT). Look it up.
This is somewhat different than the gearbox on the Tyrrell 022 that I worked on. The cases were made of magnesium and there was only one selector barrel.
Kind of surprising to see spur gears in here. Im a gear cutter, but not in the automotive field. Wouldve thought helical gears with a smaller pitch would increase contact ratio, reducing wear on the gears.
The spur gears are less drag and less thrust loading.
@@NBSV1 interesting, i wouldn't of thought of that. Backlash pretty loose as well? Im used to about .004" backlash for what i do.
@@bensalyer2652 I don’t know their exact specs, but they’re probably relatively loose. It’s part of why they don’t drive slow very well. Low inertia with no cushion and loose clearances makes it want to jerk and buck a lot.
@@NBSV1 thats makes sense. Thanks for the insight
The gears need to spin freely. Helical gears would put pressure on adjoining components.
Yes! More of these mechanical breakdowns. 👍🏼 Also, would love to see more on how repairs are made during a race. How far will teams go to get a car back out on the track just to get a Finish? What are the rule restrictions regarding repairs? And what about between races? How far do teams go before a car is deemed “totaled” and abandoned? Finally, tell us about cannibalization. What can be salvaged, and how often do teams truly build a new car from the ground up and not rely on reclaimed parts? Thanks❣️
Yup, surprisingly simple in operation. Very much like the trannies in my motorcycles.
I wonder what level of detail Brilliant gets into when it comes to gear design. Decades ago, designing a gear set seemed to take a lot more into account, as much of it has since been complimented by not only 3D modeling and the subsequent modern CNC/manufacturing processes, but also modern FEA software. When I first started doing gear design, much of it being plastic gears, I entered at a time where I had to learn about approach action and recess action (AA/RA). Those equations helped me design gear systems that minimized wear. Then, I had to run through some basic stress calcs. Now, AA/RA isn't such a big deal (more modern engineered materials and those 3D CAD/CAM implemented tools), but I don't doubt it can still play a part in design of gearboxes, including metal gears. Since they're trying to minimize weight, rotational mass, while having a defined life (which isn't something like a consumer or industrial system has to deliver), properly accounting for these nuances can really trim the design to an optimal performing system.
Thanks for the video. It actually looks very similar to a sequential motorcycle gearbox, except for the two barrels.
jeez simply amazing engineering. thanks.
As a professional RUclips watcher I love this kind of videos 😂
Very nice explanation. Although you forgot to show the 1m spacer between engine and gearbox that the cars have today😅
The Auto Industry could take a lesson here. This was the most incredibly simple gearbox. So well thought out and executed. Great work!
The issue with the auto industry is not the industry but the consumer. Most people will not tolerate the whine of the gearbox and low-speed shift abruptness. The automatic transmission is king of comfort and smooth shifts at any load speed and can do this for a very long time. These F1 transmission have limited life and high cost when compared to a planetary gear auto transmission.
Transmission like that can be made to be durable enough and cheaper than an automatic transmission. But it still would be whiney and harsher. For what is worth motorcycles use very similar transmission type. Some motorcycles have a device called quick shifter that doesn't require to use clutch or to let off the throttle. You just need to tap the lever, which can be automated easily.
This video was great, thanks! Also the 1924 Type 35 Bugatti used the engine as stressed member :)
That is SO cool!! One thing I've wondered about is ... does the driver, or a computer, decrease the throttle during a shift to avoid breaking the tires loose?
I can’t believe how small the clutch is, it looks like it belongs on a motorcycle.
Really cool seeing a lay-gear shaft with removable/replaceable gears.
OMG that clutch...... Thats it? I can understand the gear sizes as they are probably titanium but that clutch is so tiny and still has to drive that car forward . Man that is amazing!!! Good stuff Driver61!!!!!
Actually the cogwheels are steel. Mandated by the rules.
Titanium is relatively soft and can gall under those sorts of conditions.
@@shi01 Thanks for the heads up, even more impressive.
@@25aspooner Interesting, thanks for the info.
Titanium is not so good as a gear material. It can work in much more lightly loaded applications but if loads are that low, often plastics are better. It's hard to beat good old fashioned steel for some things.
F1 tech is always so alien. Very cool video