The Impossible Engine Speed😳| Explained Ep.28 

Only works once

@@excalibur2038 step 3 replace the engine 😂

Money shift

might need to warn the ISS before this one tho chief

Step 3, hood goes in face with rod.

Wait you mean just wearing a black hoodie and putting on some “racing” stickers as well as neon lights while trying to say “dude bro” a minimum of 150x per car meet isn’t going to lead to a faster vehicle? What about beards? And tattoos? Won’t those make a bro-dozer truck more able when off road?

😊

That's why I subscribed to this channel. Easily digestible technical information but explained in a way someone unfamiliar with the scene can understand

I always thought that pep-boy hood scoops mounted on my roof was the only way to increase horsepowers and torques. What a world.

@@davemccage7918 It's what low IQ people do - because - for them - it's about "just" getting "attention dude bro" - kind of like guys who have tats who can't fight, or guys who have a beard but cannot change a car tire

Glad you enjoyed it!

Yep love all the F1 references, they really need to ditch the turbos and bring back the NA V-10 or at least the V-8 high rev sound, with them going to e-fuels (and Euro standards allowing e-fuels for future sports/super cars) and most of the manufacturers being sports and super car makers now there's no reason for a turbo V-6 format for "customer car relevance".

Now f1 is over engineered crap like Nascar. Both look like slot cars on the track and the excitement is gone

@@337speed are you a engineer?

​@@societyisboringI watched a couple of minutes of F1 the other day. I genuinely would rather watch sim racing than that again

I appreciate that!

​@@337speed I appreciate learning

Absolutely, I can Echo the same.

​@@shubhamsarkar2186I second this

You must be referring to the engine in current Ducati MotoGP bikes? The desmodue in my 2005 Monster S2R has timing belts and desmodromic valve actuation as do the desmoquattro and testastreta engines in their super bikes of that vintage. I’m not sure about their current V4 engines however.

@@ghostwrench2292 Well that is a desmodromic valve, it is driven by belt or chain, however, there are no springs involved so there are no valve float.

Yes that is a cool technology back then however, they are not so popular right now as people found a way to remove or mitigate valve float without using desmodromic valve, but with modern springs or pneumatic.

Honda's 125cc, Five cylinder RC149, revved to 18,000 RPM with valve springs, made 30 hp and topped out at over 135 mph, in 1965.....it had 33mm bore and a 29.2 mm stroke, and four tiny valves per cylinder. Soichiro Honda hated 2 strokes, so in the 70s, when all the other manufacturers settled on 500cc four cylinder 2 strokes for their GPP bikes, Honda tried to beat them using a 4 stroke. The rules stated no more that 4 cylinders, so a 4 stroke would need revs, lots of revs to get the power needed to beat the 2 strokes. They built the NR500, it had oval bores, (like a spam tin) 8 valves and 2 conrods per cylinder, it was basically a V8 with siamesed bores (but still technically a four cylinder to stay in the rules) it would rev to 21,000rpm, and idled at 7000rpm!! It was a bit of a failure as a race bike, but the oval piston engine did get developed further into a 750 road bike, the NR750, (many styling cues off this bike were used on the Ducati 916) and the NR750 TTF1 race bike that look similar to the RC30.

It was used because valve spring material wasn’t very good. Ducati was already using that system in the 70’s, using bevel gear drive. 750ss Mercedes Benz used it in their race car engines in the 50’s. SLR It was developed for German fighter planes in WW2, but the design goes way back before valve spring material could cope.

Perhaps that is true for aluminium, but steel has a sharp corner in the stress/cycle relationship as shown in the video. My understanding is that the fatigue limit is not actually perfectly flat as is typically claimed ("infinite cycles"), but that it simply has a very shallow gradient that is close enough to flat for most purposes.

@@2bfrank657 I think maybe you are not understanding the graph correctly. The "sharp corner" for the steel rods is correct, as far as can be measured. Basically, if it stays below its fatigue point, it will last forever. As a diesel mechanic, I know that semi-truck engines are often rebuilt after a few hundred thousand miles, but that doesn't mean ALL of the pats are replaced. most of the time you would use new rod bearings and rod bolts, but the rods themselves would be reused. commercial diesel engines sometimes last over TWO MILLION miles with a few rebuilds.(that would have to be in the billions for cycles) Other parts(like the crank shaft) will also likely never be replaced

​@@2bfrank657 Unless my materials engineering professor and the books lied to me. Steel presents a stress threshold (for a given temperature) where, if not surpassed it won't suffer from fatigue related deformation. This is because the dislocations present in the crystalline structure are unable to be displaced around the matrix, resulting in no permanent deformation even at the microscopic level.

@@andresmartinezramos7513 Interesting. My understanding is based on what a tutor once told me, something related to "the German railways" and the very high number of stress cycles their axles underwent if I recall correctly. I've not seen this low-rate fatigue theory mentioned elsewhere though, and I expect your understanding of steel microstructures exceeds mine, so I think I'll research this a bit more before pushing this claim any further.

@@2bfrank657 Right now I'm travelling, so I can't give you the exact quotes (I'll try to remember when I get back). Any mistake is my own. But the idea was: In a number of steels the process of nucleation of the crack does not happen beneath the fatigue limit of the material. They insisted on us remembering that aluminum and composite materials do not present a fatigue limit and will always fail given enough cycles (which may be many). The reason for no nucleation was (If I recall correctly) that the dislocations got stuck by the interstitials and the grain borders. The energy to overcome this obstacles being too great for the amount of stress applied. This leads to the dislocations not combining and thus not growing. Sources online are just saying it happens, not why. The only explanation seems to be an answer in a forum by Jesper V. Carstensen in "ResearchGate net Why fatigue limit only exist in some materials?" So not the most reliable of sources. Again, I'll try to return to the topic in a few days.

That’s why I like fords DOHC 4.6l. Running a V8 out to nearly 7k rpm was a blast. In the ‘96 cobra they had a variable intake somewhere around 3600rpm it would switch from long to short runners. So doing the high rpm shifts would keep you in the short runners. Fun car.

YO !!

I had a 1991 Acura Integra and built a LS/VTEC put a HKS power exhaust had Toda cams and valve springs, SPOON headers, ARC intake box, 6speed manual from a prelude. 1996 Acura Integra GSR with Mugen engine, Motec fuel management system, HKS turbo and exhaust. Hondata custom ecu, JIC coil over suspension all 4 corners, Yokohama Advan tires, SSR wheels. 2001 Yellow Honda S2000 with a Paxton Supercharger ARC Induction Box Spoon Suspension Carbon Fiber Reinforced Driveshaft Mugen Wheels ApexI FCON Pro Honda is amazing

"in the manual if you shift at redline it never dropped out of VTEC" And probably never hit 87mph either 🤣 just kidding

@@TeensierPython i

C'mon bro, nothing is cooler than killing the ignition on a very hot batch fired or tbi motor, hopping out the car and walking off, while it continues dieseling for 15 secs.

This man has a voice for Nascar.😮

You must not get out much do you ?

@@1BigDaDo Yup I don't! Do you?

Vtec just kicked in yo!

yea, ONCE.

I doubt it

If you jammed it into 1st gear maybe lol

I think u talking about 2k rpm not 20 bro

You can see the P82 on display from up close in Munich in BMW museum. It's a true work of art. I was totally amazed that I can even touch it ( they say it's not allowed but I couldn't care less ) :)

F1 v10 engine sound added so much to the overall enjoyment of the race.

Fzr 250 , zxr 250 , gsxr250 ( tho lower rpm) honda did have the max rpm in the cbr . Epic time for small bikes.

Thats why i love engines like the s2000 engine and the high revving k20 engines found in civic si and rsx type s that can rev to 8600 rpm stock make over 100 hp per litre STOCK and when you turbo those engines you get an absolute monster thats on streetable because of the vtec system that only runs the high lift can at high speeds because otherwise it can barely idle.

@@repingers9777 couldn’t agree more. I wish Honda would make another high RPM motor, maybe even for a new gen S2K. A man can only dream tho

"high rpm engines" are generally terrible for normal driving... and the valvetrain components required to spin high rpms require frequent inspection, and don't last long. Not worth it, unless it's a "race car" and you like to spend money, imho

True. But he’s got a good point.

I can't completely agree with that because ignition timing can be optimized for different fuel(s). And I haven't kept up with the Pro Stock rules for several years but I remember they were RPM limited at one point = had to optimize they're engine combinations around that as well...

Honda CBR250rr MC22

The fact that an F1 engine makes all that power from just a slightly different blend of regular gasoline will never cease to amaze.

Nitromethane burns very slowly.

@@V8Lenny nitromethane burns faster than gasoline. Nitromethane burns about as fast as methanol, which is faster than ethanol, which is in turn faster than gasoline. Nitromethane has a laminar flame speed about 10% higher than isooctane (which is the standard for 100 octane gasoline).

@@shadowboy813 methanol is about 0.5 m/s , isooctane is about 0.45 m/s and nitromethane 0.35 m/s

@@V8Lenny nitromethane has a laminar flame speed of 0.5m/s

Sounds like a great idea!

Could be okay for shorts, a few of them for a full video. But actually besides that, there was a neon srt4 that blew right as they revved to who knows how much, I bet there's a simple reason behind it but nonetheles, it'd be great for a video

There's a several bikes that have two injectors per cylinder. The primaries are below the throttle blade and the secondary are closer to the top of the TBs (and some are similar to F1, above the TBs)...