F1 Oil Tank - A Closer Look - Ep 4 

This is a rare glimpse into the detail workings of F1 technology. Even if it's 20 year old tech it is fascinating and an extremely rare in depth look at the pinnacle engineering of its time which all should appreciate!

wild how little of the volume is actually dedicated to holding oil… thanks for letting us see the complexities, solutions and gorgeous manufacturing !!

Down the dry sump rabbit hole. Thanks!

Thank you for cutting up your expensive piece of F1 engineering and sharing it with everyone. However, now you told me about that parts reseller I'm going to be spending way too much cash on F1 parts. Damn it!

Fantastic! thanks so much for doing this detailed breakdown. I'd love to see an E book or real book with your F1 technical posts and other F1 learnings some day.

As rain trickles from a mountain top to the ocean, so does this technology trickle down to us. We get the standing water at the bottom as F1 has the fresh mountain top supply. Very awesome and thank you for going over this. Your hard work is much appreciated.

Lovely video - you’re improving with each one. As a teenager in the 90’s I had an evening/weekend job dismantling car engines for scrap. I used to keep the oil pumps as I was so impressed with them. The gerotor-type blew me away when I saw it… and the thin one built into the front drivetrain of a Pugeot/Citroen was just so neat.

Priceless video! Thank you for this information and spending time.

so glad i found this channel

Very fascinating stuff. Thanks so much for sharing.

Great info! Thanks from Spain :-)

Wonderful

Really great content 👏

We need more videos. Great stuff

Amazing insights, thank you One thing - where does the air exit? And does it go into the engine or into a catch tank?

Thank you Very Much Sir!

Thanks for the video and information. By chance would you happen to know if the use the scavenge pumps also as a vacuum pump? If so where does the air discharge?

The pump looks, amazingly, like a garden variety pump for a Honda motorcycle.

Hello Brian, How does the oil get above the separator plate, into the upper area housing the cyclones? Is that volume unused? Can't imagine engine only using smaller, lower, volume?

Hello Brian. Older video I know, but…..the vortex air separators must mean that the entire tank is at atmospheric pressure? Please confirm.

Damn I'd love to see that mfg process! Its so intricate for carbon parts!

Ciao Brian sul Forum f1 technical avevo letto una pagina relativa alla trasmissione seamless e qualcuno aveva pubblicato una foto di un meccanismo del cambio Renault F1 2010 Seamless, si tratta di un asta di spinta con i cuscinetti di rilascio, ma non la trovo più...saresti così gentile da trovarla e scrivermi il link della pagina relativa alla foto? Grazie di cuore!

So were the titanium inlets cast, then machined, or machined entirely from billet?

Can you tell about F1 gearboxes in the same way?

29:10 Somehow I do not get all this. First you say that the scavenge pump compresses air/oil mix, but in the very next step you describe that auxiliary sump that ensures that the scavenge pump is always primed with oil. Why the compression then. Pure oil is as you say bad, why ensure that the pump gets pure oil? Ok, if step over this part. Why would it be beneficial (save energy) to compress air/oil mixture? Ok, I understand that if the timing of input and output port overlap pump pumps part of the oil back into the sump. But if the timing do not overlap and you compress the mixture you are pumping the same quantity with the addition that you need additional work to compress it. And (I think) scavenge oil pumps pump way the more oil than needed for the most time,. Reasoning is: the scavenge pump speed is directly proportional to engine speed. And it must ensure to empty the sump even at the lowest RPM and they pump way more with high RPM. But then engine flows (consumes) the same amount of oil regardless of rpm. Reasoning: oil pressure is regulated and the flow needed is dictated by bearing clearances and squinters diameters which remain the same, thermal expansion exempt. Back to compression. If scavenge pump sucks in pure oil (incompressible) it has to divert oil to secondary path or die a greasily death. How is this done? Third port with pressure relief valve? And why are secondary cyclones needed at all?. Couldn't the diverted oil be led to primary cyclone. I am no mechanical engineer and I know I must have missed something cause those F1 guys aren't dumb. I would just like to understand.