Big thanks to Ridge for sending me this wallet and supporting the channel! Here’s the site if you want to check them out! > ridge.com/DRIVER61 Who want's to see more of Big Kev in future videos?
Should let your dad speak more! A gem for sure and his experience would bring much more depth and flavour to the regular content! Excellent video and hope that he can walk us through the experience of working with legacy cars in further workshop or interview videos on the channel
I like the idea. And for example in what condition the car comes in, how he's assessing what he'll do, how hard it is to find the right parts,... I would watch 1h+ of that kind of content.
I'd love to see more of these type of videos as this is the engineering that draws me to F1. The technology and materials are amazing to learn about, every tiny detail fascinates me.
Eh, I recommend reducing distractions around you when watching a video full of lots of details. The grown ups told exactly where the Easter eggs are. Just gotta pay attention, kids. Or have the baby sitter help with context clues and comprehension. Good luck with your shoe laces, though.
@@giantfisher what the fuck are you on about? I understood the video clearly. I thought it was a funny bit of irony. Thats all. Contemporary F1 cars dont have torsion springs anymore. Sooo...
@@giantfisher lol they only talked about the benefits of torsion bars so if there are no downsides to it then why would they put coils in the rear? Obviously theres something missing in the reasoning.
One of my earliest vehicle had torsion springs. Only they didn't seem to help the handling of the poor thing in corners. It was the VW Transporter 2 bus. Nice to see Scott's family legacy in auto racing.
Using the engine as a stressed member goes back to the Lotus 43 in 1966. It was designed to use the BRM H-16 engine as a chassis extension. That car is little remembered because the H-16 was a dud. The design that is remembered is the Lotus 49 which used the first Cosworth DFV V-8 as a stressed member.
just to say, springs are not so different from torsion bars; if you were to mark the surface of a coil spring so you could see what is happening when it is 'compressed' you would see that the spiral of the spring is actually twisting as it is being compressed - the spring is really a torsion bar all coiled up. I own a 1960 Riley One Point Five, it uses torsion bars for its front suspension (much longer than the F1 torsion bar), The torsion bars are adjustable at the point where they are mounted to the chassis. a very useful feature...also owned a Citroen Saxo again with torsion bars allowing the ride height to be easily changed.
One thing you could've also mention at the end of the video, is that the rear wing is mounted at the very end of the gearbox. So powertrain structure not only have to contend with forces coming from suspension but also the downforce of the wing.
What an interesting video. As the saying goes you learn something every day and I certainly did with this video. So I take it that the engine in the Benetton is not from the original engine supplier. I read that the Red Bull mechanics have difficulty working on Adrian’s cars as he does not consider that part when designing them.
You neglected to mention the linkage across the rear suspension rockers that gives this car both anti-roll and roll damping- one of the coolest features and something I'm surprised to see was being used in F1 some 20 years ago!
The five-in-one header work like a Bernouilli pump so that the flow from one cylinder will create low pressure in all the other cylinder tubes to suck out the exhaust when the valve opens.
That a coil spring is a torsion bar form into a coil, has been recognition for years I don't have clue when vehicles first used, butevidence is, it could date back to the Egyptian chariots. Where the entire vehicle was suspended by a torsion bar structure made of wood. The older VW Beetle used torsion bars. Crysler products used them for years. GM light and medium duty trucks use them in the early '60s. Interesting, to see how that on the F1 cars the use of torsion bars, had it'sown evolution.
At 4:25 the son says, "If they were the same lengths they wouldn't come out, they'd all bang together." Wrong! They are all the same lengths. The pistons fire at different times and the exhaust pulses travel the same distances to arrive at the collector at different times. The pulses don't bang together. The pipes that start closer to the collector need to be curved to be the same length as from the farthest cylinder.
That's some incredible engineering. Hey Scott, have you ever done a biographical story or series about your dad? I find it amazing that he understood the driving part of race cars AND he knows about the "nuts and bolts" about race cars.
I was scratching my head about the title saying no spring and the pic is a torsion spring. Sprung steel is sprung steel no matter what the shape is. With that logic leaf springs aren’t springs either.
True! And from my mechanical engineering background... torsion and spring actually “work” the same way locally. In flexion. This is a bit counterintuitive the first time though. 😅
I did not know that F1 cars ran Torsion Bars. On our dirt Sprint Cars and dirt midget, we run Torsion bars. They are alot longer and bigger around, but do the same thing. Learn something new every day.
I think this torsion spring system is already being use many decades ago in volkwagen like the beetle and bus.. maybe in different layout but still for a same goal too
Would be interesting to see more about the internals of these cars and especially how they are different. From the outside they look so similar that it's easy to gloss over how much engineering they have to do.
I would think using shocks and springs at the front of the car would be more beneficial, as you could adjust damping depending on the track fairly easily
loved this video! awesome pull in of your dads knowledge and I legit learned some thing I have never seen discussed before about F1 design. Would love to see more.
05:35, thinking of two cylinders, you'd want the gases from one cylinder leaving as tother is nearing the exit of the junction so that it pulls the newly emerging gas out.
I run a 1950 car as a fun vehicle (Jowett Javelin). If you remove the rear seat cush, you can see the torsion bars running the width of the car. Interesting to see how much shorter they are now, even allowing for the difference between road and race cars. Some dishonest bird-cage gentleman once put my dad off keeping a Wolseley 6/80; said the torsion suspension was "about to collapse". Wanted to sell him another car.
I would say the exhaust system like that sweet as header is less about flow but more about scavenging with that collector. Just my 2 cents. Very cool vid.
From what I could see, the two rockers are connected to some kind of a swing arm pivoting on its center. This will make the rockers work against each other so when one side compress, the other side will want to expand. Bu what happens when the two wheels wants to go up on a bump? Maybe I got this wrong from what I could see. Can you elaborate.
Those primary pipes, is the aim to have them the same length? Because the cylinders fire at different times the exhaust gases will begin their journey at different times. If the pipes are the same length then the gases from each cylinder will take the same amount of time to arrive at the junction and remain out of sync with each other thereby reducing the gas passing through the junction at any one moment.
I could have watched 2 or 3 hours of explanations on these cars. I'd really like to see explanations on some older 70's and 80's cars since that's the level of tech that our FSAE team is at
What is the small bar that has links going to the rocker that the rear coilover is pivoted on. The link connects both rear coilovers. Is it a "sway bar"?
You think that's tight you should try getting a long travel shock to work in an old Chevy van. lol I'd love to have your dad as a neighbor and try to help me figure out how to package the suspension on an offroad van.
Great video. I didn't get, is it the original engine used by Benetton or a custom made by a third-party company? Also, where do the dampers go with torsion suspension? Thanks!
I've owned a couple of vehicles with torsion bar springs (106 gti (rear) Merc Sprinter (front) and the spring rate always felt a lot more progressive and supple than traditional progressively coil springed cars I've owned. Are they also superior in that regard or was it just a coincidence in being well tuned?
I can't get my head around how that bar twists and doesn't break. It's a very old system. I remember the original Volkswagen Beetle had torsion bar suspension until it was upgraded on the 1303 mid 70s car .
Implication is it was some kind of 'new' technology. VW Beetle had torsion springs all round from 1940's (as did the 1970's Morris Marina I had for a few days 'way back when) Damper technology would be far more 'interesting', magnetic ferro fluids, , 'active' suspension, etc. Exhaust gas 'pushed out by piston'? I don't think so. Even on a low power street engine exhaust gas is around 80+psi when valve opens
I was of the belief that it was necccesary to keep the manifold tubes the same lenghth. As the firng oder is non-uniform, the manifold should be kept the same length so that each cylinder exhaust doesn't 'clash' with its neighbour.
Springs are replaced by torsion bars. But what replaces the dampers? On the rear suspension it's clear that there is a spring - damper combo to support the weight of the car and to dampen forces that acting the suspension. And also, how is a 2020 car suspension is built?
@@wingracer1614 I wonder how it is placed relative to each other. I mean the springs are supporting the weight of the car AND not letting the car oscillating when the dampers are in use. Basically the same task. On the rear the spring is around the dampers. How is it placed on the front with the torsion bar? Any idea?
Looks to me like adjusters of the primaries? Maybe you unscrew them, and put a different length bracket in the middle. As the Dad was saying: varying the length varies where the power is as per dyno runs. Every F1 race has it's own unique conditions: I guess being able to adjust the exhaust primaries lets a team optimize power delivery per race. Or maybe it's to do with modularity and ease of build and maintenance? Or literally, extra reinforcement for the pipework.
_"Dad ... why ... why are all these exhaust tubes DIFFERENT lengths..?"_ Because they have to all be EQUAL lengths (for the pulse timing). 🤣 Whoa. Primary exhaust LENGTH determines where TORQUE is? Mind blown.
