Great video and great parts, shame my budget didnt run to buying as much as you. On the exhaust, it will all be inconnel, headers and tail pipe. The exh port flanges tend to be 3d printed from inconnel to keep the weight down as its so hard to machine. The little pumps will invariably be for ERS cooling, as the engine and gearbox pressure and scavenge pumps are mechanically driven. The silver 'paint' on the carbon parts is most likely to be zircotec, a heat reflective coating plasma sprayed into the parts. The man that signed off the little 3D printed brackets by CRP, Luca Furbatto, was the car's designer!
Hi Peter, I'm fascinated by these video's you've made of the F1 parts. These are truly unique insights in F1 engineering. Thank you so much for sharing! I'm just curious what these parts were sold for. Could you give us an idea?
I love seeing these components. Everything is absolutely as efficient as possible and every square mm is engineered for a very specific reason. The materials, the fasteners, the fittings are all so beautiful. I could feel out on all of this forever. Thank you for sharing!
the welds a machine welds,we rented one at my old workshop to weld pipes and its an amazing machine,just put in on the pipe,clamp it down and put in thikness,diameter ect into the program and the welds comes out 100% amazing collection you got !
When you find a place to display these, I hope you decide to give us a tour. Also, I think it interesting to own a part from a former driver who has passed. Keeping items like this in reverence will keep his memory alive.
The central vertical 'fin' inside the main exhaust pipe was a relief so that a rear wing support could go straight up through the exhaust pipe. The wing support obviously would preferably be central. Some teams offset their main exhaust pipe from memory to allow for the wing support. From memory one of the teams split the exhaust like this in 2014 (Lotus??) and then a few of them followed suit over the course of that year.
Interestingly enough, all of the motors had encoders on them. The second pump also had a planetary gearbox, so that pump is something very different as it requires lots of torque. Also, would be really interesting to see where all of the pumps connect. Given that all of the motors are brushless and have encoders, there should be substantial control board to drive them. Thank you very much for the video Peter, enjoyed your detailed view on a cutting edge racing technology.
I'd love to be able to thoroughly examine an example from the current era, especially bearings, aerodynamics and seal techniques. Not so much concerned about the generator sections however but that is very interesting too.
You should send some of those pump and other stuff to AVE to see if he cam get them to work! He'd totally get a stiffy from that pump and trip out on the pump lol
At 2:38 you noted that the exhaust manifold flange is purposely offset from the others. I dont understand why that would be done. I was thinking, that the manifold was distorted / bent by damage or disassembly. I would think the exhaust posts on the block are all in line! Anyway, enjoyed your Vid & hope to see more
I can confirm this. I own a similar Ferrari F1 exhaust (bought from the same Manor auction) and in my case, they are indeed in line as one would expect!
A little spoki.. Didn't Bianchi crash on a Friday... Did you check the history? But as you said. He drive number 17.. would be interesting to know the history. Maybe you have parts from his crash.
rock correct they just mandated oil consumption rules do to the use of burning oil to add to combustion with the fuel flow rule. It's said that up to 4-5 liters of oil were being burned to add to combustion durning a race.
rock they add volatile property's to the oil then use drain back holes behind the ring to bypass the oil from crank case to combustion chamber. I always wondered why modern F1 Pistons only have 1 ring like a 2 stroke and no oil retention rings. Look it up there's plenty of data out ther
This manifold didn"t work in f1. It wasn"t a good solution, Today all teams use the Mercedes solution. The exhaust manifolds and turbo are between the cylinder heads. Turbo behind the engine with your manifold didn"t give enough power. Because the exhaust gases lost temperature and energy. Mercedes has an intercooler on the side of the air to air flow. Because in the place where your intercooler was installed, There is a turbo.
Inconel, it's the trade name of a special nickel alloy. It mainly used because it is very temperature resistant. It doesn't get soft at high temperatures the same what that steel would for example. It is also very hard and difficult to manufacture which makes Inconel parts ridiculously expensive.
These parts are from auctions hosted by dead F1 teams (Marussia & Manor). They sell off all the existing stock of parts to recoup capital for the investors of the team. It's basically impossible to get parts that are currently being used by active teams.
It would be pretty difficult... If you mean a bolt made by one of the teams then you would need some way to contact someone in the factory and then convince them to risk their job to smuggle you the part. I'm sure they would think you were a spy from another team trying to get some information about how their cars are made. If you mean a bolt and nut made by a supplier, then you just need to find the part number and order it, that would be pretty simple (although most of those manufacturing companies will completely refuse to sell to any private individuals outside the industry they sell to).
+Ivan WNY dude its formula 1, money does not motivate them like the rest of us, they have plenty of $$, they care about performance, tenths and 100`s of seconds, and new unknown technologies that have yet to be exploited to gain power and performance!! but hey, if u think u could order a bolt from a f1 team that is currently being used, i would like to see that vid, would be a great opening vid for ur own utube channel, ur 1st subscriber is right here
Maybe the removable section is replaced with an assembly specifically for tuning? Maybe they don't want primary flow to be disturbed by permanent openings so they just keep one bung after the primary collector for live monitoring.
Ohhhh to have unlimited budget to build dream engine and chassis!!!!!! I would make a V12 with 127mm bore dual spark plug 5 valve configuration with a 63mm stroke. Material illegal to F1 like AlBeMet pistons and block. It would rev to 10,500 for daily driving and 12,000rpm boost. Water/Methanol injection for increased cooling and detonation resistance. Forged carbon or AlBeMet rods at a 2:1 ratio for increased dwell. Exhaust ports in the V with a single twin scroll with minimal boost, just enough to hit 2500-2700hp, dual electric axial 500hp motors up front, preferably in wheel. Outboard fuel tanks and a slide in battery pack behind the seats and monocoque. Active aero everywhere. Finally air conditioning climate control and tire monitoring system. A/C ducts would be hub mounted to track the tire and keep tires from overheating on a 350mph standing mile run. Twin Acme boosters for launch optional. That about does it lol. Oh yes, SOHC with Mahle cam in cam technology to eliminate weight and resistance of half the cams yet all the function of DOHC. The end, time to wake up.
