I miss Sandy when he’s not on the videos, but these guys are great, and I guess it’s good to mix it up. They both seem very comfortable on camera, and are passing the baton in a way that suggests good direction. Keep up the great work guys.
Goodness, gracious... part 1 and 2 were extremely educational. Dozens of little words and phrases you guys use that kick off a googling storm on my end. Thanks deeply.
My 1986 BMW 635 has extrusions just like that to retain the door seals. They are also pillar-less doors. The extrusions run along the top edge of the windows to the mirror instead of the trailing edge.
For me this video part 2 is even better than part 1. I like the fact that Munro Live is bringing on more presenters, good move. You guys are much better at explaining features and their benefits than other channels.
As the owner of a 2022 MY, the Munro videos are always amazingly informative and helpful. Before you started producing these I couldn't imagine being excited to see a "body in white", or "Model XXX Undercarriage" video pop up in my feed. Thank you for doing what you do!
As an owner of a 2014 Model S P85 and having engineered in big auto for 44 years I just love the detail insight from Jordan and Kevin as sad to say Ive removed almost all the panels from my car over the years to see what goes on. Its amazing to see the changes and whats not changed. The oblong duel HVAC rear vents are still there, I guess they have changed the design of the moulded inserts to ensure water does not flow in under certain conditions resulting in wet flooring in the under truck area. I stuck plastic guides that diverted water from the rear lamp housings and drainage gullies on my 2012 designed car.
I find your analysis of vehicles fascinating; keep doing them! Incidentally "Tumble Home" is a term first used on ancient wooden warships of the British Royal Navy. Also the originator of "Mass Production" in the making of pulley blocks at RN dockyards.🤫😃
To be honest I prefer more of Munro's engineering team videos such as this one than Sandy's videos, these are more technical and they go for far more details.
Having spent a lot of time repairing panels that came loose because of spot welds in the wrong location or cold welds combined with the difficulty getting corrosion inhibitor on to the inside of those areas after the repaired are done. I see a much bigger problem with the execution of the door ring welds . You did a good job pointing out problems with this except you left out the fact that the distance between the spot weld and the fold is a factor in the strength of the structure. I have seen cracking alone the edge of the line of welds because they wear too far from the fold allowing the panels to flex and fatigue the metal.
I think that the 3mm gap between the pillar and the crosscar extrusions is simply that the pillar needs to receive impact loads, which will include bending inward somewhat, before involving the extrusion and battery pack. There's a threshold of impact forces below which you don't want to involve the interior.
Love that the whole team is contributing to the content. It gives Sandy some rest and stardom to the rest if the team so Sandy can take it easy at gatherings.
If castings can meet side crumple zone requirements, that would be a good way to handle the complex stiffness demands of the B-pillar. Great video, really informative and unhurried in its presentation - thanks for the great content.
I love those deep dive videos. It's amazing to see also how much knowledge goes into designing a car. You're real experts I could listen to all the time!
I have a 2007 Fiat. The basic structure is strong and the under-dash reinforcement frame is tremendous. BUT hidden metal is not deburred. That dash frame is not exposed to users, but it’s like razor blades under the dash plastic
please pass heartfelt thanks along to Sandy for signing up Munro to invest in and help Aptera become successful. I am confident it is going to become one of the most consequential influences on the redesign of personal transportation around electric drivetrains. The public may never come to know it, but we will all be in your debt when that journey is complete.
It's refreshing to witness these 2 N. American engineers spitting out measurements in S. I. units. Furthermore, they seem to prefer the smaller (millimeter) over the larger (cm) of which (cm) is favored in Europe -but somewhat less precise. I'm of the mind that metrification IS occurring in the US, it's just happening from the bottom up instead of the top down (mandated). It started with the sciences & coke bottles in the 70's & will continue on until fully incorporated into everyday vernacular. That will take decades more as even the Brits still measure their road distances in miles.
Great as always guys. Very astute. This request is way off topic, but I'll submit it anyway. I have been going down a Henry Ford rabbit hole and found some of the detailing and reasoning behind the designs so captivating. I would love to hear Sandy and knowledgeable friends/colleagues share thoughts on the engineering and foresight that was needed to create the Model T and Model A. The magneto in the T is a wonderful piece of tech. The fact that 'gravity feed' and 'splash' were there before the pumps. The transmission break, its physical flexibility, vanadium steel, the reverse pedal so you could rock it back and forth to get out of a hole etc. I heard that the car model T was also seen as a machine to help the environment, as there was so much horse manure to deal with, that the farmers didn't even want it. 15 million model Ts made with (apparently) around 1 in 250 still with us. Please consider organizing an impromptu round table with photos of certain details as props for discussion, It could be framed as a toast to ICE vehicles and their cultural significance, as we welcome the new era of BEVs. Thanks again for all of your hard work at Munro. The content and analysis genuinely inspires me to work harder in my own unrelated career and in life in general. The video with Al Wagner toughed on the overall history (which was great), I'd personally love a dive into the Model T. Sorry if this is way out of left field, I would just love their take on vanadium Cheers!
Guys how about a Body In White 3 where you use Finite Element Analysis diagrams/animations to explain how your industry designs and accounts for structural conditions. PS very impressed with you presentation.
WOW!!! Great job guys! I've had a long background in BIW and I'm familiar with all of the terms used, but have never before heard many of the terms used in this video outside of the OEMs. This kind of education used to be extraordinarily difficult to get anywhere except at OEMs and took years to acquire. Glad to see Munro educating the engineering-oriented masses with this content. You are truly going to inspire and educate the next generation of automotive engineers by keeping this content coming!
Thanks for the detailed look at how Tesla and auto manufacturers in general approach and execute vehicle manufacture. It helps me be more tolerant of idiosyncratic annoyances I might experience with my car. Jess
I feel like I've just had a college body in white design 101 class. Thanks guys for really getting into the detail and the intricate issues that are addressed with engineering that most of us have never really been involved with. Lots more going on that you would ever suspect.
I’m with you guys on the door ring spot welds. I commend the Tesla engineers and designers for having the courage for making a narrow flange, but on the other hand, those welds look less than perfect. I’m not a manufacturing engineer; I presume the welds are done with automation. It would be interesting to know what the variables are that limit the ability to place the welds accurately and with proper quality. I would think Tesla has access to the same robots that Ford does, so what is it that allows Ford to do a better execution on the Mach E?
The welding tool is heavy and there is a limit to how stiff you can make the robot arm. The tip will always wiggle a little as you stop the movement to pinch the part. Eventually you can dial this out with some programming.
Looks like the cowl had a pice of tape on it that at one time had a bolt from the I.P. Going through it. On the extra metal on the B-pillar remember on earlier versions there was a wind noise, so my guess this filled that void that is created the faster you go
I saw them show that the door mounts are bare metal but didn't hear a reason why. Why put the doors on, paint dip, then remove the doors for further assembly, just to put them back on later - instead of painting the doors separately and only install them once? Is the bare metal connection needed for tolerancing, grounding, some other requirement? There must be a reason to go through the extra effort.
As a new owner of a 2022 model s plaid, some of the things you point out I can see on my own vehicle. Case in point the seats, the rear seats new designs allow for a bad squeak and it was partially the same noise (along with the wind noise) that Sandy complained about. Great work guys keep it up!
So much esoteric knowledge in one room! Thanks guys. Just a question. There is a ‘tool’ on the market that helps stop movement of the firewall where the brake master cylinder is located. The video for this tool shows the cylinder moving when you press upon the brake firmly. Is this a known issue with many manufacturers or just Tesla?
A body in White review of the Model X would be so interesting to see, because of the weird stuctural reinforcements required with the large roof opening to support the falcon doors mechanism.
It’s basically the same body as the models with just minimal changes for the doors, what’s unfortunate is that the stupid door adds significantly way more weight on the model x
My physics teacher said a CPU designer has two - maybe three chips in their career and that's it. Maybe they move on to memory. Cell phones seem more like cars , where someone might leave and build a clone from a previous generation.
I recall working at Dodge Truck 40 yrs. Ago; Spotwelding truck body panels be hand. The sparks were special when the robotic arm double tapped, sending them beneath the bibs of our aprons. Was the top weld in the door frame done by the Mechanical Bob double tapping, or a man made repair? Why not employ lighter weight Polymers 🤔 for that?
You mean the gasoline rotary engines? It came down to efficiency and emissions more than anything. They just couldn't compete. Even vastly improved apex seals that made them just as reliable, the environmental issues mean they cannot develop the economies of scale to make them worth investing in.
They may see a renaissance in cases where power-to-weight is crucial. They seem an obvious choice for hybrid general aviation aircraft where the reliability factor will be much less important.
1:00 - Isn't that hole used for attaching the Instrument panel? Obviously the IP wasn't attached when the body was being painted, so it would've been something else then..
Great video, love the detailed explanations and insight into car engineering! One question: there doesn't seem to be any holes or access panels in the rear shock towers, they're completely enclosed. So how are the top of the shocks attached to the body? From below?
Great stuff. Interesting to hear the technical explanations and the comparo to earlier Teslas. They do seem to evolve rapidly. Got a chance to take my buddy's 19 Model X on a long highway trip- my overwhelming impression was how incredibly loud it was between the wind noise, tire noise it was much much louder than my 2016 Jetta. I'm told the revamped ones are much quieter
