The constraints of engineering and environmental requirement for design solutions are invaluable to anyone interested in refined innovative design principles. These are as good as their details, cheers for getting into the thick of it Brian. 👍
41:30 - Here in the US, it's mostly known as a Crank Scraper. As in to scrape the oil off the crank like scraping paint off a window. Normally mounted scary close to the rotating assembly. It'd a somewhat common mod, even on wet sump. The pan just has a little extra valley on the side that catches the oil from the scraper.
I've read a lot about windage in big V-8's and how crank scrapers evolved. Isn't it more common to now have a Teflon sheet actually 'touching' the crank counterweights to scrape oil off?
old school vw audi guy here.. 16v and aan .. immediately thought of that vw oil passage when you mentioned "oil feed around a bolt".. (even before you mentioned it.).lol.. keep up great vids! 👍
I was a motorcycle mechanic and 'failed' engineer (just couldn't do math even, with a slide rule) but have always had a great interest in ICE piston engines. I first found out about oil squirters around 1984 when Suzuki launched the SACS motors. At the time they said it was old aircraft technology from around 1930's but was first time it had been used on a production motorcycle engine. The scavenge side is a high volume with (probably?) low (ish?) pressure? Very interesting. I wondered why there were Rootes type rotors on desk but it's simple once you started explaining it
Happy Easter Brian, what was the wear like in these engines after two race weekends? and were Toro Rosso the last team to run the v10s I seem to remember it gave them a slight advantage in power.
Fascinating stuff! Something that wasn’t discussed, that I suspect is addressed by the distribution of evacuation paths to the various pump scavenge stages, is the control of pressure deltas across the various elements of the engine being scavenged. I’m also imagining the presence of a controlled / metered system of ventilation, to limit the negative pressure into the engine case, as this would affect the efficiency of scavenge of the various scavenge channels / pump stages. I’m way looking forward to your analysis of the positive pressure / feed side of the system and expect questions will answer themselves then. I’m also imagining watching these episodes repeatedly, to attempt to understand and appreciate that interactions across the components and phases of the lubrication / engine case evacuation system.
Great video Brian! Any idea as to what rpm the scavenge rotors turn at? I assume they are run at reduced speed? And what material are they made from? Thanks again for some great info on these rare parts!
I always wondered if this scavening system is able to get the crankcase below the 1 bar atmospheric pressure. To get less windage and pumping losses below the pistons when the engine is running? is this the case?? Another great video again!!
I presume you mean the Gerotor type? If so yes...see Ep 4, second half, and also the link in the description from the Honda F1 Tech document - oil pump details 3/4 of the way down in doc.
@@EngineeredtoWin Yes, the gerotor type. I'll have to take a look at that video again and read the document you are talking about. I appreciate the response, and look forward to a video about carbon fiber oil/water lines!
