Hey Jordan, this is honestly quite impressive work, even more so given your non-specialist background! This is the level that would typically be expected of a final-year Materials Science grad student and (I'm ashamed to say) I interacted with a couple of Materials PhD students who had a lower level of understanding than you do on these somewhat general topics! You might tell I'm quite excited to see this topic described as accurately and in as much detail as you managed. It speaks to your dedication and ability to process somewhat abstract info, but also proves how much information is now freely available online for those who want to understand a complex technical topic they have no formal training in. It also, however, shows that some things are better understood in a Q&A format, as we tend to fill in gaps in understanding with assumptions which sometimes are not correct (I should know, I've been guilty of that many times). That said, if you'll allow me -- and since I suspect these things interest you -- I'll add a few notes, and apologies if you already know some of these: 1. When you discuss the composition of an alloy and how the different elements affect the mechanical, physical and chemical properties (the part starting at 15:06), it's important to keep in mind that many of those additions are selected bc they form secondary phases (precipitates, dispersoids) in the matrix, and it's THOSE secondary phases which contribute the desired properties. Most of those phases are intermetallic compounds which typically have a strict ratio between their elements (that's called stoichiometry). In practice, what that means is that by controlling the ratio between two or more elements you can control *which* phases precipitate, and *in what volume fraction*; it also allows you to use two strengthening mechanisms concurrently: precipitation strengthening (the above) and solid-solution strengthening (you mentioned it in the video), by controlling how much of the alloying element contributes to precipitate formation and how much stays in the matrix and forms a solid solution with the main element (Al, in this case). This is discussed in the patent as well, see for instance paragraph 0062. The only exception to this is in the melt, when it's all a solution; in this alloy, that's when Si addition has a linear relationship with the flowability (increases latent heat) up to a limit. Steels (which you used as an example) do have a bunch of secondary phases precipitating in the matrix, but Fe (in contrast to Al, Ni, Mg, etc.) exhibits an allotropic transformation such that it has different structures at high and low temperatures. Adding C stabilises the high-temp phase to an extent, and cooling rapidly leads to the formation of yet other phases (martensite or mixes, leading to pearlite, bainite etc.). That's the whole matrix transforming. Nothing wrong in what you explained in the video, just thought you might appreciate understanding the distinction. 2. Grain size affects strength via the grains' capacity to accommodate (store) dislocations; these are planar defects via which a ductile material (a metal) deforms without failing. Small grains can store fewer dislocations, and as new dislocations "want to come in", there's a higher stress barrier they need to overcome. This effect is known as strain hardening: as you deform a material, it gets harder. A fine-grained material starts off harder, but also hardens faster, and breaks earlier. That's the strength/ductility trade-off you mentioned. The "snags" you mentioned... well, you might know this, but basically the grain boundaries act as dislocation diffusion barriers, leading to the effect I just described. Smaller grains means higher density of boundaries, means more barriers, means more limited dislocation slip, means harder material. Your explanation put the point across, though. 3. On the comparison between Sandy Munro's spectroscopy results and Tesla's patent composition, I suspect there might be the case of measurement error. Spectrometers need careful calibration, and they're not good at accurately quantifying both light and heavy elements at the same time. A worse possibility would be significant compositional heterogeneity in the castings, but... I kinda doubt that. 4. At 13:30, your comment on saving 17% on cost and weight: it might seem intuitively correct, but consider that a weaker material requires a thicker cross-section to get the same part strength, and with HPDC designs you aim for as thin a cross-section as possible, in order to control the cooling curve and the resulting microstructure. 17% might not seem like a lot, but we don't know what their internal calculations resulted in in terms of min. required strength. 5. At 20:15, the discussion on the morphology of the precipitates: I wrote a reply to another comment on this, tried to explain how it correlates to the matrix ductility. Those precipitates are brittle intermetallic compounds, as described above. 6. At 23:55 - it's less about the technical capabilities of developing a new alloy (that can be done, either internally or by collaborating with a materials research institute or university) and more about the unwillingness of the management to launch into a risky, costly project. Basically, the CapEx required for the HPDC machines -- not to mention thinking about asking manufacturers to increase the machine capacity -- is what stops most other automakers who much rather prefer steady-state, very gradual improvements in their technology. Sorry for the disertation!
Well done Jordan, very well done. I remember these phase diagrams from my materials engineering courses. Yes there is much to be discovered and it is great to see a fine methodology applied by the scientists and engineers at Tesla. This is how real progress is made. In my engineering career I was lucky to work at a company that invested in research and development, and it was a great joy to be able to come up with something new. Best wishes, Steve
Thanks for your input. This particular video really has generated a lot of added value thanks to the many, many authoritative commenters like you. Looking ahead, the next video will be about the HPDC process itself. From what I learned here there are a lot of variables at play and I expect it will be a tall order for Jordan to keep it lucid and concise as usual. Can you already predict whether Jordan will have to refer to the truckloads of presumably rejected casts coming out of the Austin plant to highlight the multi-variable process that need to be tuned and tweaked.. if not developed completely new for applications beyond the current status quo in Fremont and Shanghai?
Very good analysis, and this is coming from a PhD metallurgist who worked in alloy development (though not for aluminum alloys). A few things worth mentioning: 1. Alloy compositions are specified to allow for the use of scrap and other inputs to the production of alloys. The low vanadium content may be there only for that reason (it seems too low to have much effect, but I'm guessing; such low values when actually purposeful commonly have impact only at grain boundaries. 2. The patent situation for alloys is a mess given a morass of overlapping claims in other patents. Patents do not give you a right to practice the invention, only the right to exclude others. You may need a license from someone owning a previous, over-lapping patent. A cross-licensing agreement is a common solution if an overlap exists and if the other party bothers to object. Patent litigation is expensive, and can open a can of worms, so there can be great hesitancy to litigate.
"'Patent litigation is expensive, and can open a can of worms, so there can be great hesitancy to litigate." Ha! This must be what Elon Musk was referring to when he called a patent "buying a lottery ticket to lawsuits."
@@curtaustin8119 It's actually in one of the stills in this video, a page on Elon/Tesla making their patents open back in c.2013 or 2014. Towards the end of the video.
This an amazing video. I can't believe the research that must've went into this. Well scripted, and well delivered for even simpletons to understand. Very interesting stuff!
Mesmerising! Almost hypnotic dialogue for a retired UK telecom technician. It is mind boggling that Tesla goes to such extremes for their products, but with the calibre and mindset of its craftsmen one has to admire them for their skills and Elon for giving them the time and space to achieve the desired result. Thank you for an excellent presentation!
"Thank you" feels so shallow and insufficient compared to the content. These video series are beyond amazing. The depth and breadth of Jordan's research beggars reality. Seriously?....who does this rather than chase the algorithm? RUclips Gem quality. Jordan, I hope you land your dream job with Tesla, if that's your wish.
Being a recently retired Tool, Die, Mold Maker, your video and description is clear and easy to follow. I always enjoyed, and did extremely well in, my Ferrous and Non Ferrous Metallurgy classes in my Apprenticeship. Good Job to both you in your video, Monroe Associates and Tesla Engineers developing new and innovative designed alloys.
Great video! I really appreciate that you do not "speak leading zeroes". Many RUclipsrs speak numbers incorrectly. 0.02% should not be spoken "zero point zero two percent". The leading zero is totally unnecessary. That is appropriate for writing (if not the standard), but NOT appropriate for speaking. Thank you for saying "point zero two percent". Totally contributes to your excellent clarity.
Even for writing, when filling large tables the repeating digits just get in the way of readability. My spreadsheets align decimal ranks, omit unit-0, use SI prefix instead of non-significant numbers, grays out unimportant vales, and often use color scales.
@@hippie-io7225 no...it doesn't. If I present you with a sentence made entirely of abbreviations, you will work harder to read it than an equivalent sentence of complete words. Also, in my personal experience, I can much more easily read decimal numbers which have a leading zero. So, no, your perspective isn't the only one that exists.
I totally enjoy your videos especially since you show true technology information rather than just marketing features like almost everyone else tend to emphasize. I especially like the fact that Tesla, incredibly smart on their part, patent or attempt to patent many innovations they design not to monopolize on their invention but rather not merely accepting that something is perhaps not patentable . this protects them from unscrupulous persons who will go behind there backs and probably get a patent for something Tesla actually invented and sue Tesla for alot of money or charge them for royalties.
If you are wondering why some brittle alloys have high elongation that's because elongation is related to work hardening. As long as the material gets stronger faster than it gets thinner the deformation will be even. As soon as the material gets thinner faster than it gets stronger the sample itself will get weaker, which means that deformation will localize at the weakest point in the sample.
@@eriktempelman2097 "Brittle" is an often mis-used term. Ceramics are genuinely brittle, but an alloy that has been mis-heat treated might be called embrittled only because its ductility has been reduced. The subject is ripe for over-simplification, since the full characterization of a material regarding the underlying concept - resistance to sudden failure, shall we say simplistically - must consider temperature, strain rate, environment, and the application requirements - both as considered during design and after field experience grades your paper. How much ductility is required for an automotive casting? I once funded research on questions like that, and peered into jet engines through borescopes myself - difficult to know.
@@curtaustin8119 what is the functional differentiation between embattled metal and what you refer to as truly brittle. Like ceramic. Not scientific differentiation, functional. If there's no functional difference, then I don't see how they're not the same thing.
People should not confuse ductility and elongation. 7xxx alloys have high elongation but are very brittle. The main difference is after maximum stress when deformation is localised. On the graph that's only a few % because we measure elongation between two free floating pliers, but locally the deformation is a few hundred % for ductile materials.
I can not agree. Ductility is one of those tricky terms that refuses a simple definition. It relates to strain hardening (and hence, indirectly to ratio of tensile strength to yield strength), but also to forming limit curves. However, the simplest link is to elongation i.e. nominal strain-to-failure. What makes you think otherwise?
Given the amount of machine learning expertise they have in house, I wouldn't be surprised if Tesla has some machine learning models helping guide their alloy search.
It's hard for me to see how machine learning would help in this case, beyond normal statistical models. We aren't talking millions of data points here.
I have just watched this video 4 times in a row. As amazing as all your videos are this one has more to digest and appreciate in one video than any you have put out IMHO. Every once in a while you see a new idea that's more than creative or even novel but goes all the way to ELEGANT. Tesla showes with this patent just why they are never going to be caught by the other car companies. They aren't a car company they are a technology company that happens to also make cars along with a lot of other things. Cars are just an expression of who they are not the definition of who they are.
@@thelimitingfactor your level of technical expertise doesn't always attract some as your work is much deeper than many are interested in. I and your steady followers want more neat on the bone than many. Just glad you produce quality videos that are there for those of us who want that deeper dive.
It's amazing the depth at which a business major is able to delve into such technical subjects and present them with such clarity and detail. You, sir, are the goat.
Some further input... Aluminium casting alloys contain lots of silicon to improve fluidity, reduce shrinkage, and lower the melting temperature. In cast iron, carbon does the same trick. Steel is actually a beast to cast, and comparing steel to cast aluminium is IMHO not helpful. In high pressure die castings, you get extra strength because of the small grain size, in turn due to the high cooling rate. However, entrapped aluminium oxides typically make the part brittle. FYI, this is completely different in iron and steel, as these can not be cast this way. AUDI and ALCOA solved this in the 1990's by developing their Vacural technology, I.e. casting under vacuum. No air, no oxides, great strength and ductility. What I am missing most in this video is a discussion of Tesla's solution: do they use vacuum or not? ENJOY this comment, which is my way of appreciating the video. There is 25+ years of experience behind it, which does not mean I am right all the time of course. But pretty confident.
I wonder if they use an inert gas but also under a vacuum as a complete vacuum is near impossible esp as these cycle rates. but that prob has limited benefits. prob pointless with the inert gas!
Went from subscribed to bell notice....amazing work! Everyone has been saying the casting Tesla is doing is cutting edge, but this helps to understand why. It's like getting to sit in on a meeting that few get to sit in on. I like your images, time stamps (I go back to rereview often as I am just a laymen) and explanations. Thank you
Figured it was a copper based alloy like 2024 as they tend to naturally age to peak hardness. Interesting that it's actually a lower copper than typical with a dash of this and that to compensate.
Jordan, thanks for your excellent works. Totally geeked-out on Tesla's materials science tech. Tesla/SpaceX: When love and skill, and A.I. and Agile, and flat management system, and groups of centenial geniuses work together, expect alien technologies.
Yes. No other car company would come close to Tesla's new paradigm of a car structure made of two gigacastings and an integral battery pack - a pack containing a revolutionary battery manufactured a revolutionary way. It would never occur to them. Could never occur to them. The accompanying cost savings are hard to comprehend. (Of course the R&D going into this has to be amortized.)
I don't know if just knowing what's in an alloy means you can produce it. There may be steps in the mixing process that are required. Some of the additives may need to be added at different temperatures or in a certain order. There may be catalysts needed during mixing that are not part of the final product. You can probably think of other things that may not be specified in the patent application.
A patent, in order to be granted, needs to enable those skilled in the art to make and use the invention. If the process steps are hidden, the patent will not be granted.
@@legobis4484 Thanks, that's good to know. I was just saying that a competitor that analyzed the content of the alloy might still not be able to duplicate Tesla's castings. As you said, if there's a patent, then that recipe could be followed.
So excited for this newest video especially with Giga Berlin about to start. So much excitement which is improved when you begin to understand at a deeper level why Tesla is a LEADER. Thanks so much for your work, it really helps!
Thank you for another amazing video. When I first saw your battery videos I assumed you worked in the field and were reporting on it. Seeing you bring similar levels of insight to other technologies is bringing me to a another level of appreciation. You have an amazing ability to analyze, distill and share information. Thank you so much for sharing your insights.
Great overview! You can really distill subject matter to its fundamental components. Less copper is the reason I used 6061-T6 instead of 6063 for the crossbeam on my catamaran forestay.
@@eriktempelman2097 I actually went with 6061-T6 for my boat due to the higher strength compared to 6063-T6. It is still marine grade alumminum alloy and has much less copper than 7075 which was my first choice for strength but it is not suitable for a marine environment. 6063 has the least at a max of 0.10% where as 6061 has anywhere from 0.15% to 0.45%. And 7075 has 1.2 to 1.6% copper.
For marine purposes, I recommend staying away from the 6000 series, and avoid 7000 like the plague. Use a 5000 series instead, work hardened for strength (H18 condition), and join with adhesives.
Interesting that Tesla's patent is essentially a compex recipe. Hypereutectic . pistons are high silicone 16~18% and are similar to forged pistons in performance. Tesla 7~8% silicone content looks to be on low side of high silicone.
Excellent, incredible amount of work and succinctly enunciated. This really helps the layman get a closer idea of the sort of expertise Tesla has and also just how far ahead of the game they are.
Ahead of what?! They're certainly not ahead in the alloy department tbh. There are alot more alloys in the industry developed by other manufacturers for soooo many different applications.
I always had question about mild steel having different alloy composition. With explanation of stress & strain & alloys i have cleared my long standing doubt. I have ever thought of stress & strain difference clearly this much. Thank you. You explained very well. Engineering sucks because of worse explanation/ teaching methods. In india esp. Unfortunately a engineer un india. & A civil Engineer.
Jordan has the best channel in regards to how the Giga process and materials and Metalurgy involved, I hope Electric Viking sees these vloggs , he was looking for somebody who knew more about the Giga press and castings.
Hi Jordan, impressive research! Just one point that I'd like to add regarding the cost of materials. In my background as a project engineer for Nuclear applications, the cost of the materials themselves usually represent a very, very small percentage of the final cost. Much more important is the precision on the content of the materials and the QA follow-up such as analyzing, testing and reporting on this material. So, the important part is less so the material % themselves but rather the error margin on the different compounds, how well they're "mixed into' the block and the precision of the analysis required to confirm these margins. For example, how big are Tesla's margins on these material compounds. if there's a small % change on one of the compounds, is it immediately unusable or do they have a similarly large margin on these compounds as is usual in the industry? I don't have much experience on materials specifically themselves, so can't estimate whether their precision required is more than usual, but the QA to confirm their compound is what will influence pricing (IMO). To give you an idea, for a usual valve that I would buy for the Nuclear Power Plants, 80% of the prices is usually our QA requirements while 20% is the price you'd pay if you'd buy this same valve "of the shelf". I'm sure it's not like that for Tesla, but it's just to show you what QA can add to pricing in some cases.
A similar QA cost probably applies to SpaceX for a lot of their Falcon 9 rocket components since it is human-rated. However, they're doing QA on their own in-house products so there's no cost-innefficient back and forth with the supplier. As noted in the video, the VP in charge of alloys/materials is the same man for SpaceX and Tesla. Idk if this carries over from one to the other for specific materials but know that SpaceX invented new alloys for the turbines in the Raptor engine. Elon is clearly not content to be limited by whatever materials are available on the market.
Fantastic video. This is precisely why Tesla is leaving every other EV or ICE OEM in their wake. Name one other OEM that incorporates this kind of fundamental R&D in their core capabilities? To those who question Tesla’s valuation, this is an example of why it is what it is & why Tesla’s stock at its current price is a bargain.
Since you asked: FORD collaborated with ALCOA to develop a new alloy for the F150 body. ALCOA built a special plant to make it. Please don't think that only Tesla is doing cool stuff 😉
@@eriktempelman2097 Tesla didn't collaborate with anyone. They created an alloy that doesn't need heat treating or protective coatings after the casting. Ford doesn't have the material sciences group necessary to create new alloys. Hence they are using what ALCOA created. Sounds like Ford just partnered with them to use it exclusively. Tesla's accomplishment here can not be understated. This has changed manufacturing--not just auto manufacturing. They did something that even ALCOA couldn't do.
14:01 thanks charles kuehmann for replacing lead with strontium. probably helps flowability characteristics(lead makes such a slimy alloy out of anything) but he ultimately went with an alloy chemistry that was more eco friendly.
Thank you Jordan for all of your diligence in putting these together. Obviously you put a lot of time and energy into these and we all appreciate it. I'm signed up for the Cybertruck, which will have an air suspension. The rest of the vehicle is designed for 1 million miles; what can we expect from air suspension on pickups/toy haulers? Are they truly only an 80,000 mile item that then needs major repairs, or can they be built of better materials and last as long as the rest of the vehicle?
I have begun to think about air suspension issues on my 2 CT reservations as well. I want to be able to use them as rentals to pay them off. A friend mentioned he had trouble working on air suspension for a friend's Jeep. I own an air compressor for air tools and while the tech is getting better, it's not something that lasts forever. As a shareholder, I think that right-to-repair is not emphasized nearly enough in the Tesla community. This sounds like something Tesla charges $20k for and won't sell parts for.
The toyota land cruiser has been using hydraulic suspensions which are honestly the best in the world, those needs absolutely no maintenance and last way longer than air suspensions. Hydraulic suspension is also way faster to adapt with vehicle movements.....
@@Nphen there is absolutely not such thing as "last forever" you want something that can last forever then use zero electronics like the very early cars.
thanks man, it's rare to find people who actually go really "in depth" about technology like that. lots of Tesla fans just think everything Musk says is gospel and they never look at the actual interesting stuff.
Patent motivation slide at 22:50 was great subject matter. Another motivation to have a patent is also not to block others but to prevent others from blocking you from using your own developments "a la" Nikola and their Semi cab design overlapping with Tesla Semi. You actually m as keep this point at the end.
Corrections Freedom to Operate: The patent office doesn’t investigate or establish freedom to operate, but a search report does give the applicant info that helps the applicant understand the patent landscape. Infringement: The job of the patent office is to determine whether there is a patentable invention (New, Inventive, and industrially applicable), not to determine infringement. Infringement occurs out in the real world when an applicant does something that steps on the claims of an active patent. That is, it doesn't have to do with the patent office. Better wording should have been used in the video: "The application would have helped Tesla get a better understanding of the patent landscape around the alloy and it confirms that Tesla's alloy appears to be unique. If Tesla has infringed on someone's patent, it would be up to the patent holder or applicant to address this with Tesla."
Hey great video! In this case Strontium is quite important since it changes the morphology of the silicon present in the eutectic. Check out the fourth chapter of Polmear's book "Light Alloys - From Traditional Alloys to Nanocrystals" if you are interested.
@@danielvazquez8966 Hey man! Yeah, I left it out because it wasn't in the production alloy. The patent was bursting with information...I had to stay focused, lol.
When melting to form an aluminum alloy that contains copper, the foundry does not buy expensive copper ingots, or copper scrap but uses copper bearing scrap, like aluminum alloy 2024 and/or uses mixed aluminum/copper scrap. Typical mixed aluminum/copper scrap is from a/c coils, which are copper tubing and aluminum fins.
Hey man! The only other exotic material they added was strontium, which had a similar effect to Vanadium. However, what they also found was that by using specific ratios of elements they could create new crystal structures that had desireable effects. We'll see how this video does :D
Yeah as if Hyundai was just a car company right!? Lol.... Hyundai created sk-hynix, they have one of the world's largest shipyards, they have foundries, heavy equipment production......
Love your content. High pressure casting is a key component to the new material. When molten aluminum cools slowly it creates large grains. The smaller the grains, the stronger the material. When alloy cools in 120 ms, it creates very small grains. This improves the material properties and makes it very consistent throughout the part. As Munro says, there are no internal stresses to make the part warp.
Loved the video! Learned a lot about the intricacies of exotic AL alloys. I wonder how many legacy auto companies get to leverage aerospace horsepower in their material designs 🤔 You rock as always Jordan!
Saab did in the 1960s. Then it was primarily an aerospace company producing jet fighters. They were the first to make a turbo a common feature on a family sedan. Also did the metal forming on the body in a different manner, using their aerospace knowledge, IIRC.
Great video thanks. It’s absolutely fascinating to hear the design and research work that’s gone into these alloys and casting process. Thank you, great job.
Another very informative video. Bravo. I like that, flow meter test. Its concept is simple as what it is. I now appreciate how much Tesla had gone into what I thought about diecast. Imagine ford, GM or VW employing others like Charles kuehmann "just to make diecast alloy". No it won't happen and one can see where and why Tesla is going, faster, better and stronger. And maybe the time when a one piece diecast Tesla car Or several pieces will arrive.
One additional problem with heat treating after casting is that 5he heat treatment induces warping and distortion in the part. For that matter stability after the part is pulled from the tool is also critical as this reduces athe mount of post-cast machining.
Awesome work! So much info to digest 🤓👍 Btw I really like your video production style (presentation of information, animations, intro music). Imo the transitions between chapters could use some cool tunes too. Looking forward to the next video 😁✌
Tesla might have something good, but if there are so many possibilities of alloys, there must be a whole bunch of combinations which work for gigacastings no? For sure more then 1
Hey Jordan, this is honestly quite impressive work, even more so given your non-specialist background! This is the level that would typically be expected of a final-year Materials Science grad student and (I'm ashamed to say) I interacted with a couple of Materials PhD students who had a lower level of understanding than you do on these somewhat general topics! You might tell I'm quite excited to see this topic described as accurately and in as much detail as you managed. It speaks to your dedication and ability to process somewhat abstract info, but also proves how much information is now freely available online for those who want to understand a complex technical topic they have no formal training in. It also, however, shows that some things are better understood in a Q&A format, as we tend to fill in gaps in understanding with assumptions which sometimes are not correct (I should know, I've been guilty of that many times).
That said, if you'll allow me -- and since I suspect these things interest you -- I'll add a few notes, and apologies if you already know some of these:
1. When you discuss the composition of an alloy and how the different elements affect the mechanical, physical and chemical properties (the part starting at 15:06), it's important to keep in mind that many of those additions are selected bc they form secondary phases (precipitates, dispersoids) in the matrix, and it's THOSE secondary phases which contribute the desired properties. Most of those phases are intermetallic compounds which typically have a strict ratio between their elements (that's called stoichiometry). In practice, what that means is that by controlling the ratio between two or more elements you can control *which* phases precipitate, and *in what volume fraction*; it also allows you to use two strengthening mechanisms concurrently: precipitation strengthening (the above) and solid-solution strengthening (you mentioned it in the video), by controlling how much of the alloying element contributes to precipitate formation and how much stays in the matrix and forms a solid solution with the main element (Al, in this case). This is discussed in the patent as well, see for instance paragraph 0062. The only exception to this is in the melt, when it's all a solution; in this alloy, that's when Si addition has a linear relationship with the flowability (increases latent heat) up to a limit. Steels (which you used as an example) do have a bunch of secondary phases precipitating in the matrix, but Fe (in contrast to Al, Ni, Mg, etc.) exhibits an allotropic transformation such that it has different structures at high and low temperatures. Adding C stabilises the high-temp phase to an extent, and cooling rapidly leads to the formation of yet other phases (martensite or mixes, leading to pearlite, bainite etc.). That's the whole matrix transforming. Nothing wrong in what you explained in the video, just thought you might appreciate understanding the distinction.
2. Grain size affects strength via the grains' capacity to accommodate (store) dislocations; these are planar defects via which a ductile material (a metal) deforms without failing. Small grains can store fewer dislocations, and as new dislocations "want to come in", there's a higher stress barrier they need to overcome. This effect is known as strain hardening: as you deform a material, it gets harder. A fine-grained material starts off harder, but also hardens faster, and breaks earlier. That's the strength/ductility trade-off you mentioned. The "snags" you mentioned... well, you might know this, but basically the grain boundaries act as dislocation diffusion barriers, leading to the effect I just described. Smaller grains means higher density of boundaries, means more barriers, means more limited dislocation slip, means harder material. Your explanation put the point across, though.
3. On the comparison between Sandy Munro's spectroscopy results and Tesla's patent composition, I suspect there might be the case of measurement error. Spectrometers need careful calibration, and they're not good at accurately quantifying both light and heavy elements at the same time. A worse possibility would be significant compositional heterogeneity in the castings, but... I kinda doubt that.
4. At 13:30, your comment on saving 17% on cost and weight: it might seem intuitively correct, but consider that a weaker material requires a thicker cross-section to get the same part strength, and with HPDC designs you aim for as thin a cross-section as possible, in order to control the cooling curve and the resulting microstructure. 17% might not seem like a lot, but we don't know what their internal calculations resulted in in terms of min. required strength.
5. At 20:15, the discussion on the morphology of the precipitates: I wrote a reply to another comment on this, tried to explain how it correlates to the matrix ductility. Those precipitates are brittle intermetallic compounds, as described above.
6. At 23:55 - it's less about the technical capabilities of developing a new alloy (that can be done, either internally or by collaborating with a materials research institute or university) and more about the unwillingness of the management to launch into a risky, costly project. Basically, the CapEx required for the HPDC machines -- not to mention thinking about asking manufacturers to increase the machine capacity -- is what stops most other automakers who much rather prefer steady-state, very gradual improvements in their technology.
Sorry for the disertation!
Hey man! That's a big compliment thanks! 🤜🤛🔥
Pretty good additions, my compliments .
Well done Jordan, very well done. I remember these phase diagrams from my materials engineering courses. Yes there is much to be discovered and it is great to see a fine methodology applied by the scientists and engineers at Tesla. This is how real progress is made. In my engineering career I was lucky to work at a company that invested in research and development, and it was a great joy to be able to come up with something new. Best wishes, Steve
Thanks for your input. This particular video really has generated a lot of added value thanks to the many, many authoritative commenters like you. Looking ahead, the next video will be about the HPDC process itself. From what I learned here there are a lot of variables at play and I expect it will be a tall order for Jordan to keep it lucid and concise as usual. Can you already predict whether Jordan will have to refer to the truckloads of presumably rejected casts coming out of the Austin plant to highlight the multi-variable process that need to be tuned and tweaked.. if not developed completely new for applications beyond the current status quo in Fremont and Shanghai?
Billy Wu might be the real hero
Very good analysis, and this is coming from a PhD metallurgist who worked in alloy development (though not for aluminum alloys). A few things worth mentioning: 1. Alloy compositions are specified to allow for the use of scrap and other inputs to the production of alloys. The low vanadium content may be there only for that reason (it seems too low to have much effect, but I'm guessing; such low values when actually purposeful commonly have impact only at grain boundaries. 2. The patent situation for alloys is a mess given a morass of overlapping claims in other patents. Patents do not give you a right to practice the invention, only the right to exclude others. You may need a license from someone owning a previous, over-lapping patent. A cross-licensing agreement is a common solution if an overlap exists and if the other party bothers to object. Patent litigation is expensive, and can open a can of worms, so there can be great hesitancy to litigate.
Dude! Excellent feedback thanks! Really happy to see someone here that can see across silos.
"'Patent litigation is expensive, and can open a can of worms, so there can be great hesitancy to litigate." Ha! This must be what Elon Musk was referring to when he called a patent "buying a lottery ticket to lawsuits."
@@donjones4719 Hadn't heard that quote. He's a smart guy.
@@curtaustin8119 It's actually in one of the stills in this video, a page on Elon/Tesla making their patents open back in c.2013 or 2014. Towards the end of the video.
This an amazing video. I can't believe the research that must've went into this. Well scripted, and well delivered for even simpletons to understand. Very interesting stuff!
Lol.....
Agreed. He deserves far more subscribers and views.
Bjbk knonkononk ono o
Mesmerising! Almost hypnotic dialogue for a retired UK telecom technician. It is mind boggling that Tesla goes to such extremes for their products, but with the calibre and mindset of its craftsmen one has to admire them for their skills and Elon for giving them the time and space to achieve the desired result. Thank you for an excellent presentation!
The ultimate Tesla Detective, I am blown away by this presentation , Well done sir
Thank you.
I love your ability to research new topics in depth and distill the key points with both the what and how, buy also the why.
I appreciate the support Charles!
He also makes the information enjoyable and fun to watch, at least for me. I think many people would enjoy this even if they are not a geek.
"Thank you" feels so shallow and insufficient compared to the content. These video series are beyond amazing. The depth and breadth of Jordan's research beggars reality. Seriously?....who does this rather than chase the algorithm? RUclips Gem quality.
Jordan, I hope you land your dream job with Tesla, if that's your wish.
Phenomenal informative video. I’m an engineer and am deeply impressed with your thoroughness and clarity. Great job.
Being a recently retired Tool, Die, Mold Maker, your video and description is clear and easy to follow. I always enjoyed, and did extremely well in, my Ferrous and Non Ferrous Metallurgy classes in my Apprenticeship. Good Job to both you in your video, Monroe Associates and Tesla Engineers developing new and innovative designed alloys.
Great video! I really appreciate that you do not "speak leading zeroes". Many RUclipsrs speak numbers incorrectly.
0.02% should not be spoken "zero point zero two percent". The leading zero is totally unnecessary.
That is appropriate for writing (if not the standard), but NOT appropriate for speaking. Thank you for saying "point zero two percent".
Totally contributes to your excellent clarity.
Even for writing, when filling large tables the repeating digits just get in the way of readability.
My spreadsheets align decimal ranks, omit unit-0, use SI prefix instead of non-significant numbers, grays out unimportant vales, and often use color scales.
@@musaran2 Your spreadsheet approach sounds more efficient. Every extra character makes our brain work harder than it needs to.
@@hippie-io7225 no...it doesn't. If I present you with a sentence made entirely of abbreviations, you will work harder to read it than an equivalent sentence of complete words. Also, in my personal experience, I can much more easily read decimal numbers which have a leading zero. So, no, your perspective isn't the only one that exists.
@@mitchellsteindler You are correct. My perspective is not the only one that exists.
I totally enjoy your videos especially since you show true technology information rather than just marketing features like almost everyone else tend to emphasize. I especially like the fact that Tesla, incredibly smart on their part, patent or attempt to patent many innovations they design not to monopolize on their invention but rather not merely accepting that something is perhaps not patentable . this protects them from unscrupulous persons who will go behind there backs and probably get a patent for something Tesla actually invented and sue Tesla for alot of money or charge them for royalties.
ALL OF US : please support on Patreon the hard work behind this brilliant video !
Thanks for the deep dive Jordan ! 😃🍻👍🇳🇴
If you are wondering why some brittle alloys have high elongation that's because elongation is related to work hardening. As long as the material gets stronger faster than it gets thinner the deformation will be even. As soon as the material gets thinner faster than it gets stronger the sample itself will get weaker, which means that deformation will localize at the weakest point in the sample.
Agggh, good point. I came across that but I was possibly too laser focused here.
"Elon-gation is related to work hardening". More profound than you, perhaps, imagined.
Wrong. Brittleness is basically defined by having little to no elongation. What makes you think otherwise ?
@@eriktempelman2097 "Brittle" is an often mis-used term. Ceramics are genuinely brittle, but an alloy that has been mis-heat treated might be called embrittled only because its ductility has been reduced. The subject is ripe for over-simplification, since the full characterization of a material regarding the underlying concept - resistance to sudden failure, shall we say simplistically - must consider temperature, strain rate, environment, and the application requirements - both as considered during design and after field experience grades your paper. How much ductility is required for an automotive casting? I once funded research on questions like that, and peered into jet engines through borescopes myself - difficult to know.
@@curtaustin8119 what is the functional differentiation between embattled metal and what you refer to as truly brittle. Like ceramic. Not scientific differentiation, functional. If there's no functional difference, then I don't see how they're not the same thing.
People should not confuse ductility and elongation. 7xxx alloys have high elongation but are very brittle.
The main difference is after maximum stress when deformation is localised. On the graph that's only a few % because we measure elongation between two free floating pliers, but locally the deformation is a few hundred % for ductile materials.
I wouldn't say I confused it, but I feel like I packed enough into this video to understand the alloy patent - which was the end goal.
I can not agree. Ductility is one of those tricky terms that refuses a simple definition. It relates to strain hardening (and hence, indirectly to ratio of tensile strength to yield strength), but also to forming limit curves. However, the simplest link is to elongation i.e. nominal strain-to-failure. What makes you think otherwise?
@@eriktempelman2097 Well on Wikipedia they litteraly use local necking to illustrate the difference between a brittle and ductile material...
Given the amount of machine learning expertise they have in house, I wouldn't be surprised if Tesla has some machine learning models helping guide their alloy search.
It's hard for me to see how machine learning would help in this case, beyond normal statistical models. We aren't talking millions of data points here.
I have just watched this video 4 times in a row. As amazing as all your videos are this one has more to digest and appreciate in one video than any you have put out IMHO. Every once in a while you see a new idea that's more than creative or even novel but goes all the way to ELEGANT. Tesla showes with this patent just why they are never going to be caught by the other car companies. They aren't a car company they are a technology company that happens to also make cars along with a lot of other things. Cars are just an expression of who they are not the definition of who they are.
Thanks man! I appreciate that 🤜🤛. The viewer count doesn't always indicate the usefulness of a video, so the comments help!
@@thelimitingfactor your level of technical expertise doesn't always attract some as your work is much deeper than many are interested in. I and your steady followers want more neat on the bone than many. Just glad you produce quality videos that are there for those of us who want that deeper dive.
Lol.....
It's amazing the depth at which a business major is able to delve into such technical subjects and present them with such clarity and detail. You, sir, are the goat.
🤜🤛🤠
Thanks 🙏 Brings me back to my Material Science & Engineering classes with much new content too. Good stuff. 👍
Some further input...
Aluminium casting alloys contain lots of silicon to improve fluidity, reduce shrinkage, and lower the melting temperature. In cast iron, carbon does the same trick. Steel is actually a beast to cast, and comparing steel to cast aluminium is IMHO not helpful.
In high pressure die castings, you get extra strength because of the small grain size, in turn due to the high cooling rate. However, entrapped aluminium oxides typically make the part brittle. FYI, this is completely different in iron and steel, as these can not be cast this way.
AUDI and ALCOA solved this in the 1990's by developing their Vacural technology, I.e. casting under vacuum. No air, no oxides, great strength and ductility.
What I am missing most in this video is a discussion of Tesla's solution: do they use vacuum or not?
ENJOY this comment, which is my way of appreciating the video. There is 25+ years of experience behind it, which does not mean I am right all the time of course. But pretty confident.
Hey man! Yes! They use Vaccum casting. More on that in the next gigacasting video
I wonder if they use an inert gas but also under a vacuum as a complete vacuum is near impossible esp as these cycle rates. but that prob has limited benefits. prob pointless with the inert gas!
Went from subscribed to bell notice....amazing work! Everyone has been saying the casting Tesla is doing is cutting edge, but this helps to understand why. It's like getting to sit in on a meeting that few get to sit in on. I like your images, time stamps (I go back to rereview often as I am just a laymen) and explanations. Thank you
There is no channel like this, so much insight, amazing. Thank you so much and keep up the awesome work! 👏
Figured it was a copper based alloy like 2024 as they tend to naturally age to peak hardness. Interesting that it's actually a lower copper than typical with a dash of this and that to compensate.
Jordan, thanks for your excellent works. Totally geeked-out on Tesla's materials science tech.
Tesla/SpaceX: When love and skill, and A.I. and Agile, and flat management system, and groups of centenial geniuses work together, expect alien technologies.
Yes. No other car company would come close to Tesla's new paradigm of a car structure made of two gigacastings and an integral battery pack - a pack containing a revolutionary battery manufactured a revolutionary way. It would never occur to them. Could never occur to them. The accompanying cost savings are hard to comprehend. (Of course the R&D going into this has to be amortized.)
I don't know if just knowing what's in an alloy means you can produce it. There may be steps in the mixing process that are required. Some of the additives may need to be added at different temperatures or in a certain order. There may be catalysts needed during mixing that are not part of the final product. You can probably think of other things that may not be specified in the patent application.
A patent, in order to be granted, needs to enable those skilled in the art to make and use the invention. If the process steps are hidden, the patent will not be granted.
@@legobis4484 Thanks, that's good to know. I was just saying that a competitor that analyzed the content of the alloy might still not be able to duplicate Tesla's castings. As you said, if there's a patent, then that recipe could be followed.
Yup, recipe prep and final structure (baking) is a real thing.
So excited for this newest video especially with Giga Berlin about to start. So much excitement which is improved when you begin to understand at a deeper level why Tesla is a LEADER. Thanks so much for your work, it really helps!
I love your deep dives Jordan! I could listen to that smooth geesegy voice tell me about battery lines, lithium mines and giga press alloys all day!!
Thank you for another amazing video. When I first saw your battery videos I assumed you worked in the field and were reporting on it. Seeing you bring similar levels of insight to other technologies is bringing me to a another level of appreciation. You have an amazing ability to analyze, distill and share information. Thank you so much for sharing your insights.
Hey thanks Rob!
Great overview! You can really distill subject matter to its fundamental components. Less copper is the reason I used 6061-T6 instead of 6063 for the crossbeam on my catamaran forestay.
Awesome! That provides a great link to a real world application
This is incorrect. 6063 contains no copper, 6061 about 1%.
@@eriktempelman2097 You are right i had it backwards.
@@eriktempelman2097 I actually went with 6061-T6 for my boat due to the higher strength compared to 6063-T6. It is still marine grade alumminum alloy and has much less copper than 7075 which was my first choice for strength but it is not suitable for a marine environment. 6063 has the least at a max of 0.10% where as 6061 has anywhere from 0.15% to 0.45%. And 7075 has 1.2 to 1.6% copper.
For marine purposes, I recommend staying away from the 6000 series, and avoid 7000 like the plague. Use a 5000 series instead, work hardened for strength (H18 condition), and join with adhesives.
Interesting that Tesla's patent is essentially a compex recipe. Hypereutectic
. pistons are high silicone 16~18% and are similar to forged pistons in performance. Tesla 7~8% silicone content looks to be on low side of high silicone.
This is not just DD, but DDDD, deep dive due diligence. Great job.
More like this DD deserves an A+. :)
I don't know how you do it, but I like it. Keep up the good work.
Excellent, incredible amount of work and succinctly enunciated. This really helps the layman get a closer idea of the sort of expertise Tesla has and also just how far ahead of the game they are.
Ahead of what?! They're certainly not ahead in the alloy department tbh. There are alot more alloys in the industry developed by other manufacturers for soooo many different applications.
@@alanmay7929 Well no-one else is using their Giga Press alloy, or Giga Press technology for a start.
@@johnmqueripel2367 lol.....
A very well researched and presented video yet again. Thanks.
I always had question about mild steel having different alloy composition. With explanation of stress & strain & alloys i have cleared my long standing doubt. I have ever thought of stress & strain difference clearly this much. Thank you. You explained very well. Engineering sucks because of worse explanation/ teaching methods. In india esp.
Unfortunately a engineer un india. & A civil Engineer.
Jordan has the best channel in regards to how the Giga process and materials and Metalurgy involved, I hope Electric Viking sees these vloggs , he was looking for somebody who knew more about the Giga press and castings.
Hi Jordan, impressive research!
Just one point that I'd like to add regarding the cost of materials. In my background as a project engineer for Nuclear applications, the cost of the materials themselves usually represent a very, very small percentage of the final cost. Much more important is the precision on the content of the materials and the QA follow-up such as analyzing, testing and reporting on this material.
So, the important part is less so the material % themselves but rather the error margin on the different compounds, how well they're "mixed into' the block and the precision of the analysis required to confirm these margins.
For example, how big are Tesla's margins on these material compounds. if there's a small % change on one of the compounds, is it immediately unusable or do they have a similarly large margin on these compounds as is usual in the industry? I don't have much experience on materials specifically themselves, so can't estimate whether their precision required is more than usual, but the QA to confirm their compound is what will influence pricing (IMO).
To give you an idea, for a usual valve that I would buy for the Nuclear Power Plants, 80% of the prices is usually our QA requirements while 20% is the price you'd pay if you'd buy this same valve "of the shelf". I'm sure it's not like that for Tesla, but it's just to show you what QA can add to pricing in some cases.
Great insight thanks! So many knowledgeable people in this thread.
A similar QA cost probably applies to SpaceX for a lot of their Falcon 9 rocket components since it is human-rated. However, they're doing QA on their own in-house products so there's no cost-innefficient back and forth with the supplier.
As noted in the video, the VP in charge of alloys/materials is the same man for SpaceX and Tesla. Idk if this carries over from one to the other for specific materials but know that SpaceX invented new alloys for the turbines in the Raptor engine. Elon is clearly not content to be limited by whatever materials are available on the market.
It would be interesting to know Tesla/SpaceX casting specifications and the required amounts of MTRs that come with their castings
This one video is worth a level up on Patreon.
Fantastic video. This is precisely why Tesla is leaving every other EV or ICE OEM in their wake. Name one other OEM that incorporates this kind of fundamental R&D in their core capabilities? To those who question Tesla’s valuation, this is an example of why it is what it is & why Tesla’s stock at its current price is a bargain.
Since you asked: FORD collaborated with ALCOA to develop a new alloy for the F150 body. ALCOA built a special plant to make it.
Please don't think that only Tesla is doing cool stuff 😉
@@eriktempelman2097 Tesla didn't collaborate with anyone. They created an alloy that doesn't need heat treating or protective coatings after the casting. Ford doesn't have the material sciences group necessary to create new alloys. Hence they are using what ALCOA created. Sounds like Ford just partnered with them to use it exclusively. Tesla's accomplishment here can not be understated. This has changed manufacturing--not just auto manufacturing. They did something that even ALCOA couldn't do.
@@eriktempelman2097 Hmmm.
14:01 thanks charles kuehmann for replacing lead with strontium. probably helps flowability characteristics(lead makes such a slimy alloy out of anything) but he ultimately went with an alloy chemistry that was more eco friendly.
Interesting point!
Great video, as always.
🤜🤛🤠
This is just awesome. Thank you so much.
Thank you Jordan for all of your diligence in putting these together. Obviously you put a lot of time and energy into these and we all appreciate it.
I'm signed up for the Cybertruck, which will have an air suspension. The rest of the vehicle is designed for 1 million miles; what can we expect from air suspension on pickups/toy haulers? Are they truly only an 80,000 mile item that then needs major repairs, or can they be built of better materials and last as long as the rest of the vehicle?
I have begun to think about air suspension issues on my 2 CT reservations as well. I want to be able to use them as rentals to pay them off. A friend mentioned he had trouble working on air suspension for a friend's Jeep. I own an air compressor for air tools and while the tech is getting better, it's not something that lasts forever. As a shareholder, I think that right-to-repair is not emphasized nearly enough in the Tesla community. This sounds like something Tesla charges $20k for and won't sell parts for.
Air suspensions is actually not that useful tbh, a regular or adaptative suspension is better and last way longer, plus its not expensive to repair.
The toyota land cruiser has been using hydraulic suspensions which are honestly the best in the world, those needs absolutely no maintenance and last way longer than air suspensions. Hydraulic suspension is also way faster to adapt with vehicle movements.....
@@Nphen there is absolutely not such thing as "last forever" you want something that can last forever then use zero electronics like the very early cars.
Tesla has a good bit of experience with their air suspension on the Model S. I would assume the Cybertruck will be even better and more robust.
I won’t be surprised if XPeng figures this out quickly!
With a R&D team of over 4000
Now need of 4000 head R&D team to figure that out. The chemical composition is in this video.
It's my 21st birthday today and I'm so glad you made a new video for us!
😂
Thank you so much! I learn so much from your videos :)
Really well explained - Thanks
thanks man, it's rare to find people who actually go really "in depth" about technology like that. lots of Tesla fans just think everything Musk says is gospel and they never look at the actual interesting stuff.
Fantastic work Jordan, thanks.
I don't know; this was well beyond this simpleton's ability to comprehend all the intrigues. Still, you improved my understanding ~
THANKS!
Patent motivation slide at 22:50 was great subject matter. Another motivation to have a patent is also not to block others but to prevent others from blocking you from using your own developments "a la" Nikola and their Semi cab design overlapping with Tesla Semi.
You actually m as keep this point at the end.
Corrections
Freedom to Operate: The patent office doesn’t investigate or establish freedom to operate, but a search report does give the applicant info that helps the applicant understand the patent landscape.
Infringement: The job of the patent office is to determine whether there is a patentable invention (New, Inventive, and industrially applicable), not to determine infringement. Infringement occurs out in the real world when an applicant does something that steps on the claims of an active patent. That is, it doesn't have to do with the patent office.
Better wording should have been used in the video:
"The application would have helped Tesla get a better understanding of the patent landscape around the alloy and it confirms that Tesla's alloy appears to be unique. If Tesla has infringed on someone's patent, it would be up to the patent holder or applicant to address this with Tesla."
Hey great video! In this case Strontium is quite important since it changes the morphology of the silicon present in the eutectic. Check out the fourth chapter of Polmear's book "Light Alloys - From Traditional Alloys to Nanocrystals" if you are interested.
@@danielvazquez8966 Hey man! Yeah, I left it out because it wasn't in the production alloy. The patent was bursting with information...I had to stay focused, lol.
When melting to form an aluminum alloy that contains copper, the foundry does not buy expensive copper ingots, or copper scrap but uses copper bearing scrap, like aluminum alloy 2024 and/or uses mixed aluminum/copper scrap. Typical mixed aluminum/copper scrap is from a/c coils, which are copper tubing and aluminum fins.
Awesome video I am definitely interested to understand how the different materials could even further improve this patent application from Tesla.
Hey man! The only other exotic material they added was strontium, which had a similar effect to Vanadium. However, what they also found was that by using specific ratios of elements they could create new crystal structures that had desireable effects. We'll see how this video does :D
Can we just pause for a moment to contemplate the dizzying array of possibilities given to us in the Creation of the basic elements of matter?
Amazing! Thank you, Jordan. This is one of the many reasons Tesla is not just a car company.
Yeah as if Hyundai was just a car company right!? Lol.... Hyundai created sk-hynix, they have one of the world's largest shipyards, they have foundries, heavy equipment production......
Great work. This is why you hang on to your Tesla stock. Engineering at Tesla is far superior to the legacy OEMs.
I'm 100% certain that no other company on earth engineers materials except of Tesla.
Super well done :)
Love your content. High pressure casting is a key component to the new material. When molten aluminum cools slowly it creates large grains. The smaller the grains, the stronger the material. When alloy cools in 120 ms, it creates very small grains. This improves the material properties and makes it very consistent throughout the part. As Munro says, there are no internal stresses to make the part warp.
Amen! I probably could have highlighted that more
Loved the video! Learned a lot about the intricacies of exotic AL alloys. I wonder how many legacy auto companies get to leverage aerospace horsepower in their material designs 🤔 You rock as always Jordan!
Such a huge topic! It's nuts. I had to cut this video down to keep it manageable.
Saab did in the 1960s. Then it was primarily an aerospace company producing jet fighters. They were the first to make a turbo a common feature on a family sedan. Also did the metal forming on the body in a different manner, using their aerospace knowledge, IIRC.
Great technical explanation! Gets into the nitty-gritty. Thanks!
Great video thanks.
It’s absolutely fascinating to hear the design and research work that’s gone into these alloys and casting process.
Thank you, great job.
That was great!
Glad to hear it! 😊
Amazing video! Very insightful, thanks!
A+ chemistry lesson. well done
Amazing research, my friend!
Fantastic video. Thanks!
Super well done video ! ✨
Another very informative video. Bravo.
I like that, flow meter test. Its concept is simple as what it is.
I now appreciate how much Tesla had gone into what I thought about diecast. Imagine ford, GM or VW employing others like Charles kuehmann "just to make diecast alloy". No it won't happen and one can see where and why Tesla is going, faster, better and stronger.
And maybe the time when a one piece diecast Tesla car Or several pieces will arrive.
I look forward to your next video: "A Glitch In The Matrix: How alloys and impurities modify the physical properties of pure crystalline metal"
SICK title!
not sure if ive ever seen any of your other video. but after watching this full video, i had to sub immediately.
This was an excellent presentation. Thank you for taking the time to prepare it.
Professional and well done!!
well done. very valuable video.
Oh yeah, this is the one I’ve been waiting for! :)
One additional problem with heat treating after casting is that 5he heat treatment induces warping and distortion in the part. For that matter stability after the part is pulled from the tool is also critical as this reduces athe mount of post-cast machining.
That was very interesting. Thank you for your work and for uploading this.
Amazing research again, thanks so much! Look forward to these gems everyday.
Thank you very much for this video, very informative, professional and concise, excellent work!!!!
Fantastic content! Keep it up!
Awesome work! So much info to digest 🤓👍
Btw I really like your video production style (presentation of information, animations, intro music). Imo the transitions between chapters could use some cool tunes too. Looking forward to the next video 😁✌
Thank You Colossally.
It would be interesting to see how they design and make the dies for these castings.
Lol.... its not rocket science, making a die is not that complex.
@@alanmay7929 It's a lot more complex than you pretend.
@@alanmay7929 It's not rocket science, but it is high-precision engineering. It can be quite interesting for a non-specialist.
That was well explained thank you for your educational video.
Thanks for your efforts! That was great.
Love you, Morgan!!!
Excellent engineering level summary, crystal clear and well presented. Congratulations!
' Sure glad alloy was used. I thought of aluminum alloy, but it is not strong enough. This is great.
Thanks for this. I’m all in
That was very well done! Subscribed
Perfect study!
Beautiful presentation and highly enlightening
Nice work, fascinating story!
What an amazing presentation. Thanks for your hard work and information here. I've learned a lot.
So interesting and informative. Brilliant work!!
Science above my head but thanks to you I can get a slight grasp of what is happening..
Phenomenal video man
Good to know that Tesla and Spacce X have the best Metelurgical Engineers money can buy. Everyone else is screwed.
This is why Tesla is different than other car companies.. their engineers are also rocket scientists
Tesla might have something good, but if there are so many possibilities of alloys, there must be a whole bunch of combinations which work for gigacastings no? For sure more then 1
That's why there are 'recipes'. The ranges that the effects occur in are bounded by ranges, not specific amounts.
New subscriber, really appreciate the content. Here's hoping the materials science team gets involved with superconductivity applications for Dojo.