How the Bugatti Veyron W16 engine works in 3D 🤯 

True

It's text to speech...

@@Wordbird69 Wow! Then it is _very_ good quality; this is the first time in my 47 years on this planet that I have interacted with an AI and thought it was actually a real human being-- even enough to compliment it. Absolutely brilliant! Also a little scary as well, but mostly just really cool. I wonder how granular the controls are on the average TTS app?I've never really played with them. Think I'm going to e-mail this creator and see what they are using and how its calibrated and integrated.

The video does a good job at putting into perspective how much these cars are a feat of engineering. It’s beautiful to watch all of these pieces work together to produce 1000+ horsepower and 260+ mph.

Uhhh... sure, it's good, but it sounded like a TTS robot reading a script. Approaching the end of the video I had to check to make sure playback speed wasn't sped up. the video itself was somewhere between a 5 and a 6 out of 10. The information that was presented though, that information was fantastic, if true. I don't know enough about bugattis let alone the reason why something works or doesn't. What I am saying is I have no reason to dispute the information provided herein. I would say the information presented here is a solid 10 out of 10. Just need to work on presentation, but maybe that is the style the creator was going for.

The bigger problem would've been the piping for inlet and exhaust.

On an air cooled engine yes but through water cooling this can actually be controlled - simply push more coolant through the middle block or make coolant galleries bigger. As another op comments here - the issue was the routing of coolant pipework and combustion gas transfer. The poster of the video was not clear with why the middle block overheated and you speculated why. You were wrong.

@@jackking5567 true but the Amount of cooling all-ready pushed is pretty significant I forgot how many gallons of coolant it uses currently I think it’s something like 40 L of coolant with 10 radiators

Don’t forget the mclaren f1 did 240 in 1990 with 400 less hp

Wasn't it Porsche who invented the double clutch system

@@teluxicon6267 Maybe, but the Veyron was the first road-legal car to feature a dual-plate clutch. As Porsche is a parent company of Bugatti, a lot of the brands under a banner are intertwined, may well be Porsche

@@teluxicon6267 It definitely was Porsche. And the Veyron was designed by VW and not by Bugatti this guy has it all backwards

Dual-plate clutches exist, but what you mean is a dual-clutch transmission. As others have already said, the concept came from Porsche and VW and was implemented in the Veyron as well, but the Golf had it before the Veyron

Don't underestimate Bubba

To make that power put of 1.6 I don't see how it could be reliable.

@@remissiveslave Well look at the Mercedes AMG one. Though it's really a track car, they claim it can driven on the road as well. Though you're right it's questionable how long such a small high revving engine would last...

I’m fairness, is there an electric motor helping?

Power of a combustion engine is dictated by the formula pw=k * p * d * r. Where k is a constant for all 4 stroke engines, p is the average pressure in the combustion chamber, d is the displacement, r the revs. Basically you can build bigger (more displacement) or more revving engines or increment the pressure. Incrementing revs hit against the physical limits of materials in alternate motion (pistons, valves, connection rods). Incrementing the pressure can be done to a certain extent by increasing the compression ratio but after a given threshold engine became to detonate. The other way to increment pressure is adding compressors (turbo compressor mainly). In the 80's 1.5L turbo engines rotating at 8,000 rpm had 1,500 hp with turbos blowing at 6 bar and more... Current street legal cars rarely pass 1.5 bar

The 1.6-liter engine makes a maximum of 574 hp at 9000 rpm, though redline is all the way at 11,000. The electric motor attached to the engine, also known as the MGU-K, makes 163 hp on its own. The two front-mounted electric motors make a combined 326 hp. In all, maximum output is 1063 hp, according to Mercedes

You don’t go to school to be educated

Small displacement maybe

It's relatively small for a 16 cilinder.

V16❌️ W16✅️

W16

Remember kids cylinder count doesn’t directly correlate with displacement

All based of camshafts and camlobes pretty much, after a certain point the cams cant open soon or late enough so they cant supply enough fuel/air or exhaust enough, therefor reducing efficiency, on most cars new they with come with low to mid efficiency cams mabye being most efficient from 700-3000/4000rpm. This is because they want the engine to produce the most power at lower rpm for most fuel efficiency resulting in less performance. Most performance cars will use a more aggressive cam mabye most efficient at 4000-7000rpm resulting in much better performance because its focusing on delivering the right amount of fuel and air at higher rpms (bigger lobes, mabye they retard or advance the timing so the valves are open for longer) there have been systems to combat this hard limit of being locked into a most efficient rpm range, such as hondas v-tec where the cam has 2 lobes per valve (one big and one small for both low mid and high) and the big lobe is not activated and doesn't push the valve. once the engine reaches a certain rpm (the rpm when the current camlobe has reached its peak efficiency) it will activate a pin that pushed through both camlobes activating the big lobe therefore extending the engines peak efficiency rpm, therefor getting the best of both worlds. This being said most engines dont use a vtec system and modern ones just retard or advance the timing to create better efficiency for the valves at different rpm ranges, although not as effective as v-tec is pure performance, it can result in a much smoother driving experience as v-tec is kinda an on-off thing and is very noticeable when it kicks in and the cam timing adjustment system can be smoothly chnaged when the revs are increased so this is preferable to modern car manufacturers. So in conclusion pretty much the entire power band is controlled and adjusted by the camshaft and cam timing system and although through all the methods presented peak engine efficiency can be increased, it unfortunately (with our current technology) not be perfected so the power band graph tapering off towards the end of the rpm, hope that answers your question. I know that it was 2 months ago and you probably dont care or remember but i had 10 minutes free and was bored so why not, mabye this reply will help someone someday lol

Correct!!