I'm Brian Garvey, a Design Engineer and have worked in nearly every Engineering Sector in nearly every part of the World, from Automotive, to Consumer Electronics and everything in between. Born and living in West Ireland. Engines were always my passion, so much so that I bought my own Cosworth F1 Engine. My many Technical Articles on F1 Engines and auxiliary parts have attracted a large global readership. Can be found in many Pit lanes and Garages providing F1 Engine Build support and monitoring also
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Don't email if - You want cad files of parts in videos, You want 3d prints of parts in videos,
Do email if - You have an interesting question not covered, You are a company wanting consultation design done, You are a business offering a tour of your plant involved in F1, You are from Co Mayo Ireland and have a plan to win the All Ireland.
I measure all engines rods and journals individually. I don’t even trust the bearing manufacturer either. I always torque the bearing into the rod and measure.
I’m nerding out watching a bloke describe a CAD on a laptop. My happy day ;-) Edit - maybe Fusion would be more stable on a box rather laptop? I’ve had issue, even with professional laptops. Proper enjoyed this.
This is a fantastic video. Your name is familiar.... Did you have a forum thread on casting on Club GTI 10 or 15 years ago? I remember spending hours upon hours reading it.
@@EngineeredtoWin that's unreal! It's so good to see you still diving into this stuff. Being a toolmaker, I have loved all the information you've put on the web over the years. Thanks for sharing it.
Class bit of engineering that head, makes me wonder if people work to the best spec they can to produce the best product and computers work to a minimum spec.
Seen Toyota F1 head casting cuts with even worse wall thicknes differences. The guy just said it does not have to be pretty but it has to be within the specs. The symmetry of the DFV design will help with anisotropic shrinking. It is just a different approach to quality.
We know designs and materials move on at various rates, but there is clearly an element of history repeating. Example being the interface mating on that F1 rod with it's cap being the same basic design as with the Hillman Imp rod assy.
The big holes on both ends of the head are for incoming cooling passages. The holes at the exhaust side are exit cooling passages. Depending on your demand for coolant extraction, turbo or non turbo, you can plan your cooling system accordingly.
As someone who specifically works with ignition systems (albeit vintage ones) I’d love to know more about how these plugs are driven? Is it a multi-spark driver? Timed multi spark? It’s a system that often gets ignored, until it goes wrong, but I’m dull enough to find it interesting 🤣
Excellent, pls. put up the math behind. The oscillations, the resonance peaks and gaps, the octaves of the „sound scale“. The rpm equals power. How to get 900 HP out of a 3,0 V10 vs. 480 HP out of a 3,0 V8. The DFV was a very good engine and still is. The DFV made F1 affordable and competitive at the same time. Until the turbos came out the DFV was the best thought-trough design with all necessary auxiliaries. It was competitive right away. Understanding rpm and power it‘s so important and I‘m glad you started with details and interdependencies. Marco Illien was the designer of the Mercedes V10 which lost to Ferrari in 2003. The lubrication and the cooling got out of whack. I’m glad you sum up what belongs together. Pls. make book recommendations and explain what to start with when designing an F1 engine. More important, what are the typical parameters for particularly competitive F1 engines. Keep doing what you are doing, that’s awesome.
Was there significant changes in the DFX heads or was it just a short stroke version of the DFV? I would love to see a similar examination of a Offenhauser a it was reported to be extremely difficult to cast and with the head being integral with the cylinders it was complex. Reportedly only one foundry in Oakland California cast all the engines and that was over a period of some 34 years. Other shops tried. with the factories encouragement to produce them but none were ever produced that were usable.
I wonder if that grove on the inlet valve has an anti-reverse effect. I suspect it would have more of an anti-reverse flow, effect increasing low rpm torque.
Another great and very informative video but I have a couple of questions. First why would they use plastigauge to measure the rod bearing clearance. The second question is if they had such a problem radiusing the area where the rod bolt comes through? Why wouldn't they have a blind hole there for added strength and ease of manufacture? The weight can not be that much different. Thanks again for the hard work.
Fantastic video!! I am blown away by the engineering as is anyone that wants to understand the physics. These engines are even more beautiful when looking deeper. Thank you so much. Hybrids suck. I want high rev back.
