Can you make a video on the EXUP (exhaust ultimate power valve) and similar systems? I think alot of your followers would find it interesting and it really ties into some core concepts you have already covered. Plus it will bring more of the motorcycle community over to D4A! 🙌 Expanding horizons 🙌
Wouldn't the tank also serve as a "reservoir" of boost/air? It seems it would buffer against lower-RPM boost drop and provide more of a steady boost pressure beyond a typical turbo efficiency/pressure/flow envelope and thus a bigger advantage than just a bit more peak pressure to me. Maybe with anti-lag it isn't a big effect.
If nobody else does it because they all think it is against the rule, it is a cheat, if it becomes popular then it is innovation. Funny how that works.
@@metricstormtrooper That's a stretch. VW programmed the cars to run differently when they detected they were in a test environment. Definitely was a cheat.
@@DrewLSsix Mercedes-Benz, BMW, Porsche, Audi, Fiat Chrysler (and Jeep), Nissan, Renault, Opel (General Motors), and Mitsubishi. More recently, Honda, Mazda, Subaru, Toyota, Volvo, Hyundai, Ford, and Jaguar have been caught as well Edit: the reason everyone jumps at VW about the emissions scandal is because VW had it on more of their vehicles, because they sold more vehicles under the VAG umbrella with the cheating devices/software. Basically, they had a larger market share and so they were punished more severely. Also, they were caught first IIRC
@@davidgalea6113 You dont know what you are talking about. I weld all kind of aluminum, stainless, titanium, and magnesium parts all the time. Welding magnisium isnt much different from welding aluminum. Titanium is much more specialized and requires much more skill to weld properly.
@@davidgalea6113 I always TIG weld magnesium. The metal always has to be cleaned very well first (assuming it is a repair job) because magnisium is typically used in gear boxes and engine blocks for aviation. Oil gets impregnated into the porous metal and needs to be removed prior to welding. Magnesium is pretty forgiving while welding even in comparison to aluminum. You can dip your electrode without ruining it or having to regrind. I use a zirconium alloyed tungsten and grind it to a blunt point. (When welding you want to nearly burry this tip into the metal) I preheat the parts needing to be welded to around 350°F (to avoid cracking later) magnesium that has higher percentage of zinc content is more prone to cracking. I keep a tank of 50-50 argon-helium mix set aside specifically for magnesium. It can be welded with pure argon but the mix is better. Welding magnesium is sort of sooty because of the zinc content and I clean the weld between each pass. But aside from the difference in shielding gas, the filler and prep work the process is similar to aluminum. After welding the part I re-heat the part in my oven, then wrap it in welding blankets to let it cool slowly.
@@morganmcintire2853 are those autogenous welds you perform on magnesium? Or is it really so prone to cracking that even with filler rods one needs to do heat treatment after the weld.
Honestly, this is brilliant. Finding a way to precharge and avoid lag, using excess pressurized air that is harnessed within the legally restricted airflow. If re-injection is timed right, no more lag.... Bravo to Ford Engineers.
@Danbeater Good point. I guess the question is at what point the tank opened, upon positive throttle, or only at full boost. if the tank opened only after full boost, it would add psi on top of full boost. If it opened before peak boost, it would also decrease lag, if there is any lag to decrease. Thanks for clarifying that. I did not catch it.
I was thinking about maintaining boost and thought about a the way a water pressure tank works, did a little search to see if anyone had done it and found this. I wonder if they could pressurize the frame rails to save weight on a tank
At that time everyone in the WRC was using paddle shifters behind the steering wheel, with a redundant lever somewhere else in case the paddle system failed. On that 2003 Focus, Ford tried to save weight by having the handbrake double as the backup shift lever. The problem was that when you had to do that, you lost the use of the handbrake, so the driver had to slow to a crawl or even do a three point turn in tight corners. This happed on at least one or two rallies that year and cost them a ton of time.
Also, I seem to remember that Marko Martin was a tarmac specialist. That's not to say he wasn't a great all rounder. He just wasn't on a par with Burns etc over the whole season.
Minor note, at 15:30 the combustion isn't detonation unless the combustion speed is supersonic (for the fuel/air mixture, likely different to supersonic speed in normal atmosphere), for engines it's usually deflagration (flame front travels at/below the speed of sound in the fuel/air mix). This is pretty much pure pedantry, but I appreciate the detail you go into, so though I'd offer a bit more. Love this series, looking forward to the next instalment!
Detonation would only happen if surfaces were extremely hot and high pressures were present which an exhaust pipe clearly has, large super hot surface area, combustion happening rapidly increasing the pressure which can snowball into supersonic speeds especially in the small space in the pipe.
@@amitrkolte agree that the rapid pressure rise can cause detonation, but I don't think anti-lag causes this. normal combustion happens near TDC, which is in the 10's of cc's, late ignition and open exhaust port is a much larger volume. High temperatures, definitely, pressure not so much. Also the turbo needs high airflow, so you want combustion like a jet engine to minimise lag, detonation would just send a shockwave into the turbine until/unless the gas expands back down to reasonable pressure. Most of the damage to the turbo from anti-lag comes from the sustained high heat loading as the mix is still burning in the turbine rather than in the combustion chamber, where it has time to cool down as it expands during the power stroke.
@@Silver_o think it was both now since he showed both processes but I did get stuck over thinking what he said at 1st after he said the timing was delayed but not eliminated.
The tanks were made by a company called keltech in Waterford Ireland. I've several friends who were working There at the time the tanks were being made.
In motorsports there is a huge difference between innovations working around the rules and outright cheating by doing things against as the rules. Hats off to Ford for trying something innovative
I'm a visual learner, and I would just like to say that this video is wonderfully done. It's so easy to understand what's happening, it's worded well, and you can see everything that's going on. That and it's basic and straight to the point. Can't wait to see the rest of your videos
Now all we need is a video comparing all the different anti-lag systems-including the exotic systems used in some hillclimb cars that more like always-on full throttle jet engines that also occasionally boost the engine.
When you snap the throttle shut, it does create a pressure spike from all the air "stacking up" so, in theory if that tank was already 100% full, you could exceed the standard boost- so go from maybe 30psi to, say, 30.1psi! Massive boost! Great success!
1) You can actually increase the maximum boost pressure and power with such a system. You just have to inject the tank-air behind the restrictor, right before the compressor wheel. This means the turbo can breathe in pressurised air, and compress it further. Such a setup can also help it spool up quicker. 2) With anti-lag, the mixture isn't ignited when the exhaust valve is open, but when the piston is moving downwards. Combusion-speed is higher at higher engine pressures. And around TDC you have both a high pressure and a small volume, hence the A/F-mixture can burn up quickly; after TDC you have both an increasing volume and a lower pressure; hence it will burn slowly and keep burning during the exhaust stroke.
@@tojiroh But all the air inside the tank has already passed the restrictor. So the air goes: filter-> restrictor-> turbo-> tank+(storage)-> turbo-> engine-intake. I.e. why inject the tank-air behind the turbo, when you can inject it before the turbo? The same restrictor rules apply either way.
I don't think #1 would work, as it would take some time for the compressor wheel to accelerate in reaction to the increased pressure. plus some air will probably go backwards through the restrictor and out (fighting the momentum of intake air with it's higher pressure). I would not be surprised to see compressor surge then or some weird boost oscillations. and I'm sure the engineers would have used the trick don't you think?
Reminds me of the surge air tank system I used at an old dealership for my compressed air supply for my tools before buying electric battery versions. The pipe design was so bad that the main compressed air tank couldn't supply my tools with enough CFM and I incorporated a tank that would just fill from the main supply and the tank supplies the necessary CFM in bursts. The bay I worked in was the furthest from the main tank and a section which used 1/8" diameter hose (whatever idiot decided to use that when it was designed) I'm sure was choking the air supply.
Capacitor tank. We used them in large workshops. Also help for water removal if you angle the inlet to make a vortex around the tank wall halfway up. Out let on top centre. Drain at bottom. We used old LPG tanks. We also replaced airlines with blue stipe/mid density pipe, 50mm/2inch. This alone holds alot of air and is cheap.
Automatic transmissions call it an accumulator. In plumbing it's a surge tank. It's exactly the same concept. And it would only matter for a second or two as the turbo builds back up pressure after going from no throttle to wide open
@@misery13666 in hydraulics it's also an accumulator. Also ties in with hybrid powertrains, as a historical word for battery is "accumulator", so for those mild hybrids that use the electric motor to help the engine at low speeds it's doing the same thing as well.
@Danbeater ...no....it doesn't. You need to look into it more. It cannot further compress air at speed. the only thing that could do that would be a bigger turbo, or removing the restrictor. . it keeps your boost up between shifts. this accumulates already created boost pressure to keep it at a more constant level. What you're talking about shows you dont understand the system. you cannot increase boost pressures over what has been created past the turbo at open throttle. this keeps you at higher power levels when going back on throttle during shifting.
Your way to explain and visualize technical issues is nothing short of ingenious. You do have a gift there, not many have. Do you know that? Thank you and please keep launching videos.
7:08 Not really though. The size of a turbocharger limits the amount of air it can compress to a certain volume at any given time. The actual max boost is limited by many different factors.
Right? Engine masters goes into pretty good detail on how boost levels are not a good measurement in the first place either. Boost is a measurement of restriction after the turbo. If you were to have a better valve flow on an engine you would have lower boost but higher power with the same turbo. Not really an argument I guess but kind of a interesting aside.
It's way more complicated. We could say that instead of pressure, air mass would be better indicator of power. But that's not true either because you have pumping losses in engine. In the end, power figures are resultant of many things, beginning at engine internals and ending at air filter/exhaust muffler. I must agree on that bigger turbo will give you bigger power numbers at the same boost levels.
My friend who is into tuning once explained me it like this: Would you rather put out a fire with a garden hose at 1 bar or a firehose at 1 bar?? So small turbos can generate high pressure but not volume compared to bigger ones..
Great video explanation! I asked a question about this recently (somewhere) and it generated interesting discussion. I was specifically interested in a situation where an engine was over-turboed (capable of more boost than it could use) and whether it could store that excess boost in a tank for use in eliminating lag. The answer is: already been done!
Yep: Yamaha used something like this for 2-Strokes in the late 1970's into the 1980's called "YICS" Yamaha Induction Control System... it was basically an accumulator tank (without a valve) between the Carb and the Reed Valve to help smooth intake vacuum at lower RPMs.
@@stevennoyb4595 the shoe is for cooling it down so the titanium not get blue. The shoe is after the tig Rod and have nothing to do with the welding itself. If the titanium get blue its broken and get discarded.
Ive never seen such a great explanation of anti lag EVER! I understood it before, but your explanation made it so simple I reached a new understanding. Thank you for your work!
This sort of reminds me of the the ARC intake chambers they used to make. I think the idea was to have a pressurized chamber of air ready for the engine to intake.
I just have to say, as someone who can't even drive, your channel makes me really appreciate the mechanical ingenuity of cars. Thanks for all the hard work!
12:25 well I've heard that in a B group, which had no blow off valves, the boost after you release a gas pedal, jumped up as high as 8bar and thus destroyed turbo rotor fins... The problem is with the inertia of the rotor. It can not stop instantly from lets say 100 000 rpm, so the pressure jumps higher than 30psi in your example. I've had a turbo honda civic with a homemade blow off valve, that has released only the over boost, and I could adjust it mechanically, so even though I ran on low boost like 0,7bar, once I tightened the blow off valve, the pressure gauge jumped up higher than 0,7bar, I did not try to close it completely, but the highest I have seen was 1,5bar. I bet there are videos with serious old rally cars with pressure gauges jumping much higher than a nominal boost, but maybe there were not many idiots like me, who had their boost gauges connected before the intake manifold. But if they had a one way valve in a 30mm pipe, to the tank direction and an ecu controlled valve from the tank, they could definitely have higher than 2bar.
This was the best or only video explanation i have seen for the different sounds and reasons for it. I have actively tried looking for the reasons for the different sounds from the exhaust and this was the best. Thanks man.
I might argue that the spirit & sport in rallying is BEST represented and in its highest form when contributions, such as this, to automotive & mechanical innovation are conceptualized and developed for the selfish advantage of one over the rest! ...ESPECIALLY... when its done in secret but within the bounds set by regulators & rulebooks! Also... Its a beautiful video you've made here! Bravo!
He probably also did it to "rev-match", since most rally cars use dog-boxes (like bikes). While upshifting you want to drop revs before getting into the new gear, when downshifting you want to increase revs.
I would split the tank in half and connect the two parts with a pump which would take air from the low pressure tank and pump it into the high pressure tank, then you'd be able to get more boost than your turbo is able to make. I swear, I should be an engineer! instead I'm doing something I don't enjoy. Great video!
Nice video as always. Glad you are talking about motorsport as well. Hope the future of it is not as dark as it seems with the eco fuels in F1 and other improvements. Can't wait for future videos
I fail to see how eco fuels are bad for F1. Changing the chemistry of the go juice doesn't change the benefits of the go juice (loud noise and zoomy car). In fact, having more eco-friendly fuels might mean they can bring back the V8s or even the V10s.
Just a thought: the turbo has inertia, so if you suddenly block the flow, the pressure will rise momentary, otherwise blowoff valves wouldn't work. So they theorically could store higher boost.
What the video fails to mention is the normal maximum boost obtainable over the rev range is a curve due to the restrictor as the restrictor is a fixed volume flow per unit time device. Meaning you couldn´t get 2bar of boost at 4000rpm as well as 7500rpm. The pressure will have been higher since a compressor may be able to produce 2bar of boost against a engine inhaling so and so much, the compressor map definitely can reach much much higher pressure ratios, how high is just a matter of antilag calibration strategy. Now what this device´s main purpose I believe was is to give the engine a chance at getting that sweet sweet 2bar boost(or whatever the values really where) for a few moments at rpms which you´d normally not have it. So if you had 340hp normally at 1.4bar at 6500rpm you´d gain quite a bit of power for a moment or some moments by having 2bar boost at 6500rpm until the engine ate it up and the pressure balanced. The time available of this extra boosting could be easily calculated. The boost excess via the flow valves could also propably be controller so that it would "leak" higher boost into the engine above the rpm thresholds of the restrictor normally.
It might not have been very successful but I think the Focus WRC car was gorgeous in the Martini livery with Colin behind the wheel. And it's funny how times change. Now it's EU pedestrian collision regulations that ruin the front bumper design of new cars. That's why everything has "fangs" now and looks meh lol.
Reminds me of an experiment I read about in a drag racing forum many years ago. There once was a drag racer who wanted more power from his engine, but, having settled on the idea of adding some sort of forced induction, instead of installing NOS, a turbocharger, or a supercharger, he invented a fourth option. He ended up towing a small, custom built trailer behind his car as he went down the track, and in that trailer was a 200 gallon tank of pressurized air that was hooked up to his intake manifold via a very long length of very wide high pressure tubing. All he'd have to do to get ready before a run was simply hook the tank up to an air compressor and fill it with as much air as he could/dared to. IIRC he said it worked alright, but I think the threat of that air tank getting launched at the back of his head should he ever crash was enough to convince him to make boost with a more conventional setup.
There was a company that developed a system that used compressed air tanks on the car as a way of boosting the engine. It became complicated as you have to meter the air properly since you could basically force it to make max power at any rpm.
Great explanation of how compressing air can only produce finite pressure. I used to sell air tools and compressors. I had to go through that every day with people who thought a DIY 5l compressor could power an impact wrench!
I actually overcame that with a 10gal secondary tank. Stored enough air to use an impact for more than a few bolts for the rare occasion I needed it and still had the portability of the 6gal for when I was only stapling or nailing.
Excellent vid as always :) I was familiar with the general concept of this system (and I think even Volvo uses something like this on their "twin-engine" cars?), but learned a lot more!
My favourite innovation in rally tech is Subaru's anti-lag "rocket" system, which had a similar relocated pressure chamber, but only to encourage starting and maintaining the system. With it making full boost at idle throttle, and with almost nothing feeling "cheaty" about it, it felt truly innovational.
15:21 a spark while the exhaust valve is "already" open, not "still" open. dont want to be a smart ass or cherry picking, just want to make your explenation even more perfect! great work as always!
This reminds me vaguely of the anti-lag system in the Koenigsegg Jesko, where there's a pair of extremely high pressure air tanks that act as anti-lag by keeping the turbos spun up while off-throttle. Clearly not the same system, but hey, it's where my mind wandered.
I was wondering why no-one seemed to have picked up on this idea. It seems sound in principle, although I don't know how big the tanks needs to be to be useful... certainly much larger than the air volume of the intake and intercooler... maybe that's the catch ??
First time seeing something about racing in this channel All the time it was really entertaining informations on engines, internals, technologies and DIYs Thanks for making my day brother😇😇
@@d4a Welding titanium is not as big a deal as you think. Many bicycle manufacturers have been producing welded titanium frames for decades now. I own a (welded) titanium framed bicycle that's more than 30 years old.
I generally agree with everything you presented EXEPT; time. If a turbo is able to deliver 30 PSI boost in the steady state condition of the engine is running at full throttle, with the turbo spinning at say 20 krpm. if the driver gets off the throttle, the air that the turbo is compressing no longer has anywhere to go (it was going into the cylinders), the pressure in the manifold will then instantaneously (and momentarily) rise to well above the 30 psi that is maximum in open throttle condition, and it is this pressure that goes into the tank. Additionally, while some people incorrectly say the turbos use "free" energy, they in fact do not, they get there energy from the piston compressing the exhaust gas during the "exhaust" cycle of the engine, by bleeding off some of the excess pressure into the tank, there is less "work" for the turbo compressor to do, so it stays spinning faster. I don't know if at that time and in that class there were total fuel limits, but the system of burning fuel between the engine and the turbine wheel just to keep up the turbo RPM does use additional fuel which Ford's system could reduce.
Is the power going into the exhaust turbine wheel 100% mechanical (pressure from the piston) or is there any percentage thermal, heat turning to mechanical energy?
@@danielgodshall7502 : Both, engines typically have between 100 to 500 PSI left in the cylinder (higher range for "race" engines at full throttle) when the exhaust valve opens, but this is relieved within 30º, after that the piston is pushing, taking energy from the crankshaft.
@@johndavidwolf4239 Thank you! So the mechanical driving pressure is parasitic just like a supercharger belt but the thermal portion would be "free" as it is otherwise exhausted heat. I wonder what is the ratio of the mechanical pressure to the thermal energy. To your point, the mechanical must be much more than the thermal.
@@danielgodshall7502 Yes, "There Is No Such Thing As A Free Lunch", more so at small throttle openings where the pressurized air from the turbo is both fighting the throttle plate, and the cylinder pressure when the exhaust valve opens is lower so that little bit of uncaptured energy is less, whereas at full throttle, the cylinder pressure is higher and more of that uncaptured energy is recovered.
Sounds like Smokey Yanuk’s fuel line. The fuel tank was imited to xx gallons. There was no specified fuel line size limit. He put in a large, and I mean LARGE diameter line something like 10 meters long. He gained several gallons of spare capacity.
How you explained all of this in this video is no lie how i imagined this system works when i saw the title and thumbnail - not a mechanic but i tinker abit haha.
May be, in one of your videos you could cover PowerPulse system that was installed on Volvo Drive E diesel engines. The concept is similar, but the source of pressurized air is an air pump. After several years Volvo decided to discontinue it due to reliability issues, but if it works properly, it really helps to bridge turbo-lag on city speeds
Pressure does not equal volume. This is why a larger turbo charger can make greater power numbers at an equal or lower pressure than a smaller turbo as long as the engine is producing enough exhaust gasses to drive the turbine. As a bonus the charge will generally be cooler as air heats as it is compressed to higher pressures. It's a lovely balance between lag/spool time and how much air volume you're looking to push from the compressor side. Pressure is what allows this system to work the way it does but the additional air volume provided by the tank is actually why the system works. The pressure differential allows the tank to charge and release simply by opening and closing a valve (not unlike an air compressor and its storage tank), but the additional volume of air released is what gets mixed with fuel and burns. This was really quite clever in its simplicity. Some only considered it cheating because they didn't think of it first and thus weren't using it on their own team's vehicles.
If it really weighs 20kg that's horrible, actually. Many easier ways to get anti-lag I think, in most applications, but that are banned in rally (or were at the time)
Subaru had been doing this for years just at a smaller scale. The Subaru "Rocket ALS" had a pressure tank the size of a 2l soda bottle on the front of the engine that would put out pressure to keep the turbos spooled up off throttle. The titanium rear bumper tank was perhaps lighter and better for weight distribution than having a compressing system for the pressure tank in the Subaru version.
This popped up in my recommendations, and I'm delighted that it did. Watched a few videos and it's an excellent channel. Educational and entertaining - what's not to like?
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Have you heard about Subaru Anti-Lag "Rocket"?
Can you make a video on the EXUP (exhaust ultimate power valve) and similar systems? I think alot of your followers would find it interesting and it really ties into some core concepts you have already covered. Plus it will bring more of the motorcycle community over to D4A! 🙌 Expanding horizons 🙌
@@simonasdrungilas1219 ruclips.net/video/ms3U7Ztoip8/видео.html this guy has made a video also on this Ford system
Does not high pressure air trapped in the inlet manifold stall the turbo?
Wouldn't the tank also serve as a "reservoir" of boost/air? It seems it would buffer against lower-RPM boost drop and provide more of a steady boost pressure beyond a typical turbo efficiency/pressure/flow envelope and thus a bigger advantage than just a bit more peak pressure to me. Maybe with anti-lag it isn't a big effect.
This doesn’t even sound like a borderline cheat. It seems like a reasonable, almost obvious, innovation.
If nobody else does it because they all think it is against the rule, it is a cheat, if it becomes popular then it is innovation. Funny how that works.
@@metricstormtrooper That's a stretch. VW programmed the cars to run differently when they detected they were in a test environment. Definitely was a cheat.
@@orangejjay
Why single vw when most manufacturers got caught.
They just caught first.
Doesn’t mean they are different
@@fastinradfordable who else got caught..... just wondering.
@@DrewLSsix Mercedes-Benz, BMW, Porsche, Audi, Fiat Chrysler (and Jeep), Nissan, Renault, Opel (General Motors), and Mitsubishi. More recently, Honda, Mazda, Subaru, Toyota, Volvo, Hyundai, Ford, and Jaguar have been caught as well
Edit: the reason everyone jumps at VW about the emissions scandal is because VW had it on more of their vehicles, because they sold more vehicles under the VAG umbrella with the cheating devices/software. Basically, they had a larger market share and so they were punished more severely. Also, they were caught first IIRC
As a certified welder I can appreciate those beautiful welds. That's an art worthy tank
yes nice tig welds... more impressive if they had welded/made it out of magnesium. that is the really tricky stuff to weld.
@@davidgalea6113 You dont know what you are talking about.
I weld all kind of aluminum, stainless, titanium, and magnesium parts all the time.
Welding magnisium isnt much different from welding aluminum.
Titanium is much more specialized and requires much more skill to weld properly.
@@morganmcintire2853 what welding method are you using with magnesium?
@@davidgalea6113 I always TIG weld magnesium.
The metal always has to be cleaned very well first (assuming it is a repair job) because magnisium is typically used in gear boxes and engine blocks for aviation. Oil gets impregnated into the porous metal and needs to be removed prior to welding.
Magnesium is pretty forgiving while welding even in comparison to aluminum. You can dip your electrode without ruining it or having to regrind.
I use a zirconium alloyed tungsten and grind it to a blunt point. (When welding you want to nearly burry this tip into the metal)
I preheat the parts needing to be welded to around 350°F (to avoid cracking later) magnesium that has higher percentage of zinc content is more prone to cracking.
I keep a tank of 50-50 argon-helium mix set aside specifically for magnesium. It can be welded with pure argon but the mix is better.
Welding magnesium is sort of sooty because of the zinc content and I clean the weld between each pass. But aside from the difference in shielding gas, the filler and prep work the process is similar to aluminum.
After welding the part I re-heat the part in my oven, then wrap it in welding blankets to let it cool slowly.
@@morganmcintire2853 are those autogenous welds you perform on magnesium? Or is it really so prone to cracking that even with filler rods one needs to do heat treatment after the weld.
Honestly, this is brilliant. Finding a way to precharge and avoid lag, using excess pressurized air that is harnessed within the legally restricted airflow. If re-injection is timed right, no more lag....
Bravo to Ford Engineers.
@Danbeater Good point. I guess the question is at what point the tank opened, upon positive throttle, or only at full boost.
if the tank opened only after full boost, it would add psi on top of full boost. If it opened before peak boost, it would also decrease lag, if there is any lag to decrease. Thanks for clarifying that. I did not catch it.
I was thinking about maintaining boost and thought about a the way a water pressure tank works, did a little search to see if anyone had done it and found this. I wonder if they could pressurize the frame rails to save weight on a tank
At that time everyone in the WRC was using paddle shifters behind the steering wheel, with a redundant lever somewhere else in case the paddle system failed. On that 2003 Focus, Ford tried to save weight by having the handbrake double as the backup shift lever. The problem was that when you had to do that, you lost the use of the handbrake, so the driver had to slow to a crawl or even do a three point turn in tight corners. This happed on at least one or two rallies that year and cost them a ton of time.
They couldn't see the forest for the trees, or reverse throwing out the baby with the bathwater.
Sounds like a lie 😂
Also, I seem to remember that Marko Martin was a tarmac specialist. That's not to say he wasn't a great all rounder. He just wasn't on a par with Burns etc over the whole season.
another reason why one should never, under any circumstances ever, convince themselves to buy a ford. you're better off walking.
@@INORBET its not
Minor note, at 15:30 the combustion isn't detonation unless the combustion speed is supersonic (for the fuel/air mixture, likely different to supersonic speed in normal atmosphere), for engines it's usually deflagration (flame front travels at/below the speed of sound in the fuel/air mix). This is pretty much pure pedantry, but I appreciate the detail you go into, so though I'd offer a bit more.
Love this series, looking forward to the next instalment!
I got stuck there too, I've heard it's not detonation/explosion but combustion Bec. It's a controlled process.
Detonation would only happen if surfaces were extremely hot and high pressures were present which an exhaust pipe clearly has, large super hot surface area, combustion happening rapidly increasing the pressure which can snowball into supersonic speeds especially in the small space in the pipe.
@@amitrkolte agree that the rapid pressure rise can cause detonation, but I don't think anti-lag causes this. normal combustion happens near TDC, which is in the 10's of cc's, late ignition and open exhaust port is a much larger volume. High temperatures, definitely, pressure not so much.
Also the turbo needs high airflow, so you want combustion like a jet engine to minimise lag, detonation would just send a shockwave into the turbine until/unless the gas expands back down to reasonable pressure. Most of the damage to the turbo from anti-lag comes from the sustained high heat loading as the mix is still burning in the turbine rather than in the combustion chamber, where it has time to cool down as it expands during the power stroke.
Did you listen to the clip? That sounds like detonation, and not a controlled combustion. He's right to have called it detonation.
@@Silver_o think it was both now since he showed both processes but I did get stuck over thinking what he said at 1st after he said the timing was delayed but not eliminated.
This channel is the Most efficient way to learn automotive engineering concepts
Ehh engineering explained exists btw.
@@hisheeelijah1482
Nah listen to Nathan.
Engineering explained is a sell out
I was watching engineering explained for a while before I found this amazing guy, learned a lot more
Kyle engineers is great for aerodynamics. Used to be a Mercedes f1 engineer.
No it definitely isn't.
Motorsport is full of 'innovations' like this, would be great if you could cover some more examples :)
The GTFour's restrictor plate for one!
@@BazilRat Of course, another one for me is the BTCC Accord Type R with the reversed head configuration among other things.
@@BazilRat nascar was doing that decades before
@@THESLlCK
Who in NASCAR was cheating by having air bypass the restrictor because that's what Toyota was doing in WRC.
@@skaldlouiscyphre2453 do I have to name them all? Where do you think WRC got the restrictor plate rule from??
I absolutely love it when someone is bold enough to try out some new gadget. This is how we advance tech, even though failure is a high probability.
The tanks were made by a company called keltech in Waterford Ireland. I've several friends who were working
There at the time the tanks were being made.
What a nice play on words too
The Breen family has been at it awhile
keltech as in the arms company?
@@patrickcooke577 That´s KelTec, missing an H.
Love the enthusiasm taking off that hat! That tank is Absolutely art!
D4A: "So this cheat happened a pretty long time ago..."
Me: "The 1980s?"
D4A: "2003."
Me: 😭😭😭
Fantastic as always, your explanations and diagrams make things so easy to understand. Thank you!
In motorsports there is a huge difference between innovations working around the rules and outright cheating by doing things against as the rules. Hats off to Ford for trying something innovative
I'm a visual learner, and I would just like to say that this video is wonderfully done. It's so easy to understand what's happening, it's worded well, and you can see everything that's going on. That and it's basic and straight to the point. Can't wait to see the rest of your videos
Your clear description of what could otherwise have been a complex design is tremendous. Love your presentation style.
This video clear my all question about turbocharger, turbolag and anti-turbolag.
Thank you bro love you 😍😍
Now all we need is a video comparing all the different anti-lag systems-including the exotic systems used in some hillclimb cars that more like always-on full throttle jet engines that also occasionally boost the engine.
When you snap the throttle shut, it does create a pressure spike from all the air "stacking up" so, in theory if that tank was already 100% full, you could exceed the standard boost- so go from maybe 30psi to, say, 30.1psi! Massive boost! Great success!
Hats off to the welder everyone! Hats!! Off!!!!
1) You can actually increase the maximum boost pressure and power with such a system. You just have to inject the tank-air behind the restrictor, right before the compressor wheel. This means the turbo can breathe in pressurised air, and compress it further. Such a setup can also help it spool up quicker.
2) With anti-lag, the mixture isn't ignited when the exhaust valve is open, but when the piston is moving downwards. Combusion-speed is higher at higher engine pressures. And around TDC you have both a high pressure and a small volume, hence the A/F-mixture can burn up quickly; after TDC you have both an increasing volume and a lower pressure; hence it will burn slowly and keep burning during the exhaust stroke.
1) The rules specifically stated that ALL air must pass through the restrictor first, to avoid bypass cheats like Toyota's.
2) Great explanation!
@@tojiroh But all the air inside the tank has already passed the restrictor.
So the air goes: filter-> restrictor-> turbo-> tank+(storage)-> turbo-> engine-intake.
I.e. why inject the tank-air behind the turbo, when you can inject it before the turbo? The same restrictor rules apply either way.
@@sasjadevries ah, yes, I misread you the first time. Isn't it what the system already did, though?
@@tojiroh They injected the tank air behind the turbo. And I'm like: just inject before the turbo and keep everything else the same.
I don't think #1 would work, as it would take some time for the compressor wheel to accelerate in reaction to the increased pressure. plus some air will probably go backwards through the restrictor and out (fighting the momentum of intake air with it's higher pressure). I would not be surprised to see compressor surge then or some weird boost oscillations. and I'm sure the engineers would have used the trick don't you think?
Reminds me of the surge air tank system I used at an old dealership for my compressed air supply for my tools before buying electric battery versions. The pipe design was so bad that the main compressed air tank couldn't supply my tools with enough CFM and I incorporated a tank that would just fill from the main supply and the tank supplies the necessary CFM in bursts. The bay I worked in was the furthest from the main tank and a section which used 1/8" diameter hose (whatever idiot decided to use that when it was designed) I'm sure was choking the air supply.
Capacitor tank. We used them in large workshops. Also help for water removal if you angle the inlet to make a vortex around the tank wall halfway up. Out let on top centre. Drain at bottom. We used old LPG tanks. We also replaced airlines with blue stipe/mid density pipe, 50mm/2inch. This alone holds alot of air and is cheap.
Automatic transmissions call it an accumulator. In plumbing it's a surge tank. It's exactly the same concept. And it would only matter for a second or two as the turbo builds back up pressure after going from no throttle to wide open
@@misery13666 in hydraulics it's also an accumulator. Also ties in with hybrid powertrains, as a historical word for battery is "accumulator", so for those mild hybrids that use the electric motor to help the engine at low speeds it's doing the same thing as well.
@Danbeater ...no....it doesn't. You need to look into it more. It cannot further compress air at speed. the only thing that could do that would be a bigger turbo, or removing the restrictor. . it keeps your boost up between shifts. this accumulates already created boost pressure to keep it at a more constant level. What you're talking about shows you dont understand the system. you cannot increase boost pressures over what has been created past the turbo at open throttle. this keeps you at higher power levels when going back on throttle during shifting.
Your way to explain and visualize technical issues is nothing short of ingenious. You do have a gift there, not many have. Do you know that? Thank you and please keep launching videos.
7:08
Not really though. The size of a turbocharger limits the amount of air it can compress to a certain volume at any given time. The actual max boost is limited by many different factors.
I was gonna say the same thing , making 150 more horsepower on less boost pressure with a bigger turbo.
Right? Engine masters goes into pretty good detail on how boost levels are not a good measurement in the first place either. Boost is a measurement of restriction after the turbo. If you were to have a better valve flow on an engine you would have lower boost but higher power with the same turbo. Not really an argument I guess but kind of a interesting aside.
It's way more complicated. We could say that instead of pressure, air mass would be better indicator of power. But that's not true either because you have pumping losses in engine.
In the end, power figures are resultant of many things, beginning at engine internals and ending at air filter/exhaust muffler.
I must agree on that bigger turbo will give you bigger power numbers at the same boost levels.
My friend who is into tuning once explained me it like this: Would you rather put out a fire with a garden hose at 1 bar or a firehose at 1 bar?? So small turbos can generate high pressure but not volume compared to bigger ones..
Great video explanation!
I asked a question about this recently (somewhere) and it generated interesting discussion.
I was specifically interested in a situation where an engine was over-turboed (capable of more boost than it could use)
and whether it could store that excess boost in a tank for use in eliminating lag.
The answer is: already been done!
Yep: Yamaha used something like this for 2-Strokes in the late 1970's into the 1980's called "YICS" Yamaha Induction Control System... it was basically an accumulator tank (without a valve) between the Carb and the Reed Valve to help smooth intake vacuum at lower RPMs.
One of the best explanations I've seen of the topic.
The animations in this video are really nice! This easily matches the quality of content you'd see as school curriculum!
Damn, Markko Martin is a name I haven't thought about in a while! WRC was SO good back then. So many great drivers!
1:00. LOL. Thumbs up for the video with Greek subtitles that you found. Never expected that.
Very good explaned. In offshore welders weld titanium all the time they use tig with cooling shoe that blow gass to cool it down.
The gas is not to cool it down, the gas creates an inert atmosphere that has no oxygen in it to prevent impurities entering the weld.
@@stevennoyb4595 the shoe is for cooling it down so the titanium not get blue. The shoe is after the tig Rod and have nothing to do with the welding itself. If the titanium get blue its broken and get discarded.
I knew you put the hat on just to take it off😂
That's gold.
You say thanks for watching but I wanna thank you for doing these great videos 👍🏻
Ive never seen such a great explanation of anti lag EVER! I understood it before, but your explanation made it so simple I reached a new understanding. Thank you for your work!
This sort of reminds me of the the ARC intake chambers they used to make. I think the idea was to have a pressurized chamber of air ready for the engine to intake.
I just have to say, as someone who can't even drive, your channel makes me really appreciate the mechanical ingenuity of cars. Thanks for all the hard work!
12:25 well I've heard that in a B group, which had no blow off valves, the boost after you release a gas pedal, jumped up as high as 8bar and thus destroyed turbo rotor fins... The problem is with the inertia of the rotor. It can not stop instantly from lets say 100 000 rpm, so the pressure jumps higher than 30psi in your example. I've had a turbo honda civic with a homemade blow off valve, that has released only the over boost, and I could adjust it mechanically, so even though I ran on low boost like 0,7bar, once I tightened the blow off valve, the pressure gauge jumped up higher than 0,7bar, I did not try to close it completely, but the highest I have seen was 1,5bar. I bet there are videos with serious old rally cars with pressure gauges jumping much higher than a nominal boost, but maybe there were not many idiots like me, who had their boost gauges connected before the intake manifold. But if they had a one way valve in a 30mm pipe, to the tank direction and an ecu controlled valve from the tank, they could definitely have higher than 2bar.
This was the best or only video explanation i have seen for the different sounds and reasons for it. I have actively tried looking for the reasons for the different sounds from the exhaust and this was the best. Thanks man.
Brilliant video and excellent level of detail too.
Pls keep up the great work.
I might argue that the spirit & sport in rallying is BEST represented and in its highest form when contributions, such as this, to automotive & mechanical innovation are conceptualized and developed for the selfish advantage of one over the rest!
...ESPECIALLY... when its done in secret but within the bounds set by regulators & rulebooks!
Also...
Its a beautiful video you've made here!
Bravo!
Great video. Screw the cheat. It's an amazing idea that should be on all turbocharged cars right under the hood somewhere. I want one.
The "cost-benefit" would only be practical if the car is driven in rally conditions, foot all the way on, or off the gas at all times.
@@johndavidwolf4239 There's a few people on the streets I can think of who share that same driving style though 😆
@@lorddoobsworth144 : There are always a few who believe in "Live fast, die young", emphasis on "few".
I read Hans Stuck would keep his foot on the gas while down shifting in the Audi Quattro rally car to reduce turbo lag.
Great videos 👍
well thats a skill,
not relying much with technology
He probably also did it to "rev-match", since most rally cars use dog-boxes (like bikes). While upshifting you want to drop revs before getting into the new gear, when downshifting you want to increase revs.
Love that cabinet full of turbos had me laughing so hard but its very true 👏👏👍
Mac's pretty clumsy isn't he
I would split the tank in half and connect the two parts with a pump which would take air from the low pressure tank and pump it into the high pressure tank, then you'd be able to get more boost than your turbo is able to make.
I swear, I should be an engineer! instead I'm doing something I don't enjoy. Great video!
Nice video as always. Glad you are talking about motorsport as well. Hope the future of it is not as dark as it seems with the eco fuels in F1 and other improvements. Can't wait for future videos
I fail to see how eco fuels are bad for F1. Changing the chemistry of the go juice doesn't change the benefits of the go juice (loud noise and zoomy car).
In fact, having more eco-friendly fuels might mean they can bring back the V8s or even the V10s.
Rule 1: Anything that isn't explicitly banned is implicitly permitted.
Explain it so well I cannot argue with you
"So why didn't the focus dominate with all this excess hidden boost? "
Because Fords are gonna Ford 😅
Just a thought: the turbo has inertia, so if you suddenly block the flow, the pressure will rise momentary, otherwise blowoff valves wouldn't work.
So they theorically could store higher boost.
true. also, the baloon analogy does not apply, as the baloon changes volume considerably, thus it won t reach the source pressure
some of them had a crude wastegate valve before the turbo that was opened by a diapraghm via a pipe by the inlet manifold pressure
What the video fails to mention is the normal maximum boost obtainable over the rev range is a curve due to the restrictor as the restrictor is a fixed volume flow per unit time device.
Meaning you couldn´t get 2bar of boost at 4000rpm as well as 7500rpm. The pressure will have been higher since a compressor may be able to produce 2bar of boost against a engine inhaling so and so much, the compressor map definitely can reach much much higher pressure ratios, how high is just a matter of antilag calibration strategy.
Now what this device´s main purpose I believe was is to give the engine a chance at getting that sweet sweet 2bar boost(or whatever the values really where) for a few moments at rpms which you´d normally not have it. So if you had 340hp normally at 1.4bar at 6500rpm you´d gain quite a bit of power for a moment or some moments by having 2bar boost at 6500rpm until the engine ate it up and the pressure balanced.
The time available of this extra boosting could be easily calculated. The boost excess via the flow valves could also propably be controller so that it would "leak" higher boost into the engine above the rpm thresholds of the restrictor normally.
It might not have been very successful but I think the Focus WRC car was gorgeous in the Martini livery with Colin behind the wheel.
And it's funny how times change. Now it's EU pedestrian collision regulations that ruin the front bumper design of new cars. That's why everything has "fangs" now and looks meh lol.
The punch example keep me laughing for a while 🤣
Interesting. Hats off to you ,sir.😉👍😀🇨🇦 large capacitor.
2:29 whoever designed it deserved the PoB award (pat on the back award)
Reminds me of an experiment I read about in a drag racing forum many years ago. There once was a drag racer who wanted more power from his engine, but, having settled on the idea of adding some sort of forced induction, instead of installing NOS, a turbocharger, or a supercharger, he invented a fourth option. He ended up towing a small, custom built trailer behind his car as he went down the track, and in that trailer was a 200 gallon tank of pressurized air that was hooked up to his intake manifold via a very long length of very wide high pressure tubing. All he'd have to do to get ready before a run was simply hook the tank up to an air compressor and fill it with as much air as he could/dared to. IIRC he said it worked alright, but I think the threat of that air tank getting launched at the back of his head should he ever crash was enough to convince him to make boost with a more conventional setup.
There was a company that developed a system that used compressed air tanks on the car as a way of boosting the engine. It became complicated as you have to meter the air properly since you could basically force it to make max power at any rpm.
Why not put a couple LPG bottles with air inside the car? Can't fly at you if it's mounted well
Amazing explanations as always! Good job!
That brilliant idea deserves this awesome explanation. Thank you!
Great explanation of how compressing air can only produce finite pressure. I used to sell air tools and compressors. I had to go through that every day with people who thought a DIY 5l compressor could power an impact wrench!
I actually overcame that with a 10gal secondary tank. Stored enough air to use an impact for more than a few bolts for the rare occasion I needed it and still had the portability of the 6gal for when I was only stapling or nailing.
I love the video of the car’s presentation with the Greek subtitles ❤
Excellent vid as always :) I was familiar with the general concept of this system (and I think even Volvo uses something like this on their "twin-engine" cars?), but learned a lot more!
Niceeee !!! I only want to say ... I really love to see Marko Martín .. in this years . For me was the second colín . The best show drivers of rally
Great video as always. I would love to see you cover quick spool valves (QSV).
@ 2:25 , I should not have laughed as hard as I did! Well done, 👏.
16:50 this diagram would really benefit from including the throttle.
My favourite innovation in rally tech is Subaru's anti-lag "rocket" system, which had a similar relocated pressure chamber, but only to encourage starting and maintaining the system. With it making full boost at idle throttle, and with almost nothing feeling "cheaty" about it, it felt truly innovational.
Nice! Thanks for breaking this down for us. It sounds like a really clever idea, but not really worth much in terms of gains.
Five percent is huge in racing.
@@danielgodshall7502 Evidently 5% was not enough to make a significant difference for Ford's team that year.
@@crxtodd16 It was disallowed after three events.
Got a Gran Turismo 7 ad while watching this. How appropriate 😂
Didn't Subaru have something like this too? think it was called the rocket anti lag system
Yes similar but different, that's next to be covered in the future!
@@d4a nice. Looking forward to it :) Maybe you could add a section referencing this video as to what the differences are
15:21 a spark while the exhaust valve is "already" open, not "still" open.
dont want to be a smart ass or cherry picking, just want to make your explenation even more perfect!
great work as always!
This reminds me vaguely of the anti-lag system in the Koenigsegg Jesko, where there's a pair of extremely high pressure air tanks that act as anti-lag by keeping the turbos spun up while off-throttle.
Clearly not the same system, but hey, it's where my mind wandered.
I was wondering why no-one seemed to have picked up on this idea. It seems sound in principle, although I don't know how big the tanks needs to be to be useful... certainly much larger than the air volume of the intake and intercooler... maybe that's the catch ??
Why wasn't i told about that? Every jesko reveal video i watched didn't mention it
@@richardbower8707 i think as long as it has enough of a little kick start would exponentially help the spooling
I finally understand turbo lag! Thanks my dude!
First time seeing something about racing in this channel
All the time it was really entertaining informations on engines, internals, technologies and DIYs
Thanks for making my day brother😇😇
I did the Toyota cheat ages ago too ruclips.net/video/uu_H6MaQeMU/видео.html
@@d4a Welding titanium is not as big a deal as you think. Many bicycle manufacturers have been producing welded titanium frames for decades now. I own a (welded) titanium framed bicycle that's more than 30 years old.
I generally agree with everything you presented EXEPT; time. If a turbo is able to deliver 30 PSI boost in the steady state condition of the engine is running at full throttle, with the turbo spinning at say 20 krpm. if the driver gets off the throttle, the air that the turbo is compressing no longer has anywhere to go (it was going into the cylinders), the pressure in the manifold will then instantaneously (and momentarily) rise to well above the 30 psi that is maximum in open throttle condition, and it is this pressure that goes into the tank. Additionally, while some people incorrectly say the turbos use "free" energy, they in fact do not, they get there energy from the piston compressing the exhaust gas during the "exhaust" cycle of the engine, by bleeding off some of the excess pressure into the tank, there is less "work" for the turbo compressor to do, so it stays spinning faster. I don't know if at that time and in that class there were total fuel limits, but the system of burning fuel between the engine and the turbine wheel just to keep up the turbo RPM does use additional fuel which Ford's system could reduce.
Is the power going into the exhaust turbine wheel 100% mechanical (pressure from the piston) or is there any percentage thermal, heat turning to mechanical energy?
@@danielgodshall7502 : Both, engines typically have between 100 to 500 PSI left in the cylinder (higher range for "race" engines at full throttle) when the exhaust valve opens, but this is relieved within 30º, after that the piston is pushing, taking energy from the crankshaft.
@@johndavidwolf4239 Thank you! So the mechanical driving pressure is parasitic just like a supercharger belt but the thermal portion would be "free" as it is otherwise exhausted heat. I wonder what is the ratio of the mechanical pressure to the thermal energy. To your point, the mechanical must be much more than the thermal.
@@danielgodshall7502 Yes, "There Is No Such Thing As A Free Lunch", more so at small throttle openings where the pressurized air from the turbo is both fighting the throttle plate, and the cylinder pressure when the exhaust valve opens is lower so that little bit of uncaptured energy is less, whereas at full throttle, the cylinder pressure is higher and more of that uncaptured energy is recovered.
Sounds like Smokey Yanuk’s fuel line. The fuel tank was imited to xx gallons. There was no specified fuel line size limit. He put in a large, and I mean LARGE diameter line something like 10 meters long. He gained several gallons of spare capacity.
A good argument for all racers to be given the same amount of fuel for the race being the only requirement besides safety.
This channel is BRILLIANT
That is not a welder who made that tank. That is an "ARTEEST" of his craft.
As a guy with mild ADD, I was actually able to follow most of this video. I like. Well done 🤟😁
I was waiting for this one! :D
How you explained all of this in this video is no lie how i imagined this system works when i saw the title and thumbnail - not a mechanic but i tinker abit haha.
The stomach punch analogy was hilarious needed a good laugh
May be, in one of your videos you could cover PowerPulse system that was installed on Volvo Drive E diesel engines. The concept is similar, but the source of pressurized air is an air pump. After several years Volvo decided to discontinue it due to reliability issues, but if it works properly, it really helps to bridge turbo-lag on city speeds
All of your videos are great, however this one is amongst my top 5 favourite. Keep up the good work!
Pressure does not equal volume. This is why a larger turbo charger can make greater power numbers at an equal or lower pressure than a smaller turbo as long as the engine is producing enough exhaust gasses to drive the turbine. As a bonus the charge will generally be cooler as air heats as it is compressed to higher pressures. It's a lovely balance between lag/spool time and how much air volume you're looking to push from the compressor side.
Pressure is what allows this system to work the way it does but the additional air volume provided by the tank is actually why the system works. The pressure differential allows the tank to charge and release simply by opening and closing a valve (not unlike an air compressor and its storage tank), but the additional volume of air released is what gets mixed with fuel and burns.
This was really quite clever in its simplicity. Some only considered it cheating because they didn't think of it first and thus weren't using it on their own team's vehicles.
I don't even really care about cars but this channel is so cool I watch anyway.
Really good clip....not something I was looking for, but YT suggested it.
Another top quality presentation - excellent, clear explanation. Great!
Haha enjoyed watching this… Funny… good you debunk a lot of the misconception of the boost tank reservoir as well …
Interesting concept, surprised it's not more common for turbo engines. Definitely would help at low rpm/lag situations.
If it really weighs 20kg that's horrible, actually. Many easier ways to get anti-lag I think, in most applications, but that are banned in rally (or were at the time)
Lover you interpretation of the Mack getting the turbo 🙂
👍Exellent video again. You are pro in rallying too.
Oh cool i love videos about little cheats and"innovations" different racing teams have done to win in f1 or rally etc. So many nuts ideas
Not cheats. Reading and using the regulations in innovative ways. I've been there.
at first i thought thats stupid but i gotta respect the commitment to the balloon analogy XD
"professional motorsports, cabinet full of turbos ... Nobody cares 🤷🏻♀️"
Lmao love that commentary
Kudos to the effort and excellence in the explanations and animations.
Subaru had been doing this for years just at a smaller scale. The Subaru "Rocket ALS" had a pressure tank the size of a 2l soda bottle on the front of the engine that would put out pressure to keep the turbos spooled up off throttle.
The titanium rear bumper tank was perhaps lighter and better for weight distribution than having a compressing system for the pressure tank in the Subaru version.
The rocket came after this
This popped up in my recommendations, and I'm delighted that it did.
Watched a few videos and it's an excellent channel.
Educational and entertaining - what's not to like?
As always, a superb explanation from d4a.
Thanks for explaining antilag really well. I understand it so much better now.
This is one of my new fave vids here - it just has it all! Keep up the great work!
I love how the animator used converse as a demonstration like “yeah bro let me got me shoes on”
You deserve 10x likes for the hat doff alone😂
I learned a lot of juicy stuff today, thanks!