ENGINE BALANCE: Inline 6 vs. V6 vs. VR6 vs. Flat / Boxer 6
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- เผยแพร่เมื่อ 13 มี.ค. 2021
- Step by step explanation of primary and secondary engine balance: • ENGINE BALANCE: Inline...
Today we're hitting on all sixes as we explore the engine balance as well as the strengths and weaknesses of the four most popular six cylinder engine configurations, the inline six, the v6, the vr6 and the flat six.
Let's start with the inline six cylinder engine. We already covered it twice in our videos and many of you by now know that the inline six is a beautifully simple and beautifully balanced engine configuration.
It's beautifully simple because it needs only 1 cylinder head and only 1 or two cams. It also needs only 1 exhaust manifold. It's only real downside is that it's long so fitting it transversely is extremely difficult and it needs a relatively long engine bay to fit in longitudinally. But other than the length it's very hard to fault the inline six.
When it comes engine balance the inline six is essentially two inline three engine's mirroring each other. You may remember that the inline three cylinder engine has a primary imbalance in relation to it's center of gravity due to it's odd number of pistons. This imbalance is especially apparent every time the first or last cylinder fires. When cylinder one fires the force pushing the piston down in this direction creates a reaction at the other end of the engine and tries to yank the engine upward, in the opposite direction. The third piston can't cancel this force out because when 1 is at TDC, 3 isn't at bottom dead center, it isn't doing the „opposite thing“ in order to be able to cancel out what cylinder 1 is doing - the final result is that the inline three rocks in relation to it's center of gravity.
But the inline six doesn't. It doesn't because the inline six is two inline three engine's mirroring each other so the primary imbalances of each individual inline three cancel each other out.
When it comes to secondary imbalance the inline three doesn't have problems there because different pistons are at different parts of their stroke which means the there are no significant secondary imbalances in the inline three. The inline six of course inherits this characteristic as it consists of two inline three engines.
Now the V6 engine. Last time we learned that separating an inline engine into two banks of cylinders meant that we had to select an appropriate angle between the two banks. The correct bank angle for a V engine that wants to use shared crank pins always equals the firing interval. Because we have six cylinders that's 120 degrees. Unfortunately a 120 degree V6 is impractical for packaging. It's almost as wide a flat six while also being a lot taller. This is why we have to settle for a narrower bank angle which is usually 90 or 60 degrees for most V6 engines. But when we do this we can't have both shared crank pins and an even firing interval. To have an even firing interval a 90 or 60 degree V6 must employ split crank pins. Opposing piston rods are offset by what's called a splay angle. The splay angle makes up for whatever is missing from the bank angle and ensures an even firing interval just like in an inline six.
Now the VR6. The best way to explain the VR6 is to imagine it as the child of an inline six father and a V6 mother. A child whose goal was to inherit the good and drop the bad genes of each parent.
VW developed the VR6 with the goal of making it compact, like a v6, but without the double cylinder heads, cams, exhaust manifolds and other components all while preserving the inherent balanced nature of the inline six. So how did they do it? Well they did it by creating what's a essentially V6 but with an extremely narrow angle between the banks. Instead of 60 or 90 degrees, a vr6 ENGINE HAS only 10.6 or 15 degrees between the banks, bringing them so close to each other that you can cover all the cylinders with a single, slightly wider, cylinder head. Yes you need slanted pistons to make it happen, but it works.
Our final configuration is the flat 6, or more accurately a boxer six. Not every flat engine is a boxer engine but all relevant modern mass produced flat six engines, like those made by Porsche or Subaru, are boxer sixes. In order to be a boxer, a flat engine must have the pistons moving in and out in unison. In order for the boxer thing to happen each piston has its own crank pin and the crankshaft looks like this. A flat engine can't be a boxer engine if the pistons share a crank pin. An example of a flat engine that isn't a boxer is the Flat 12 in the Ferrari Testarossa.
Anyhow, you're often going to hear how the boxer six engine is perfectly balanced, and it is, although there is a bit of a catch.
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Hi You made one mistake with VR engines first this kind of engine made lancia from 1922-1976. VW was only copying ideas from other manufacturers. Enjoy:
en.wikipedia.org/wiki/Lancia_V4_engine
BTW your videos are very good and I enjoy to watch them
I didn't say VW invented the engine. I said what were the goals of VW's development of their VR6. I used VW as an example because it's the more modern and more widely recognisable engine. But you're right I should have mentioned Lancia.
@@d4aOk my mistake ;) I have idea for next iconic engine, what do You think about busso engines?
@@rafachojnacki3362 You wouldn't believe the coincidence 😉 That IS the next in line
@@d4a Awesomeness! FR
4 in the morning, gotta be up at 7, i think now's the time to learn about engine balance.
I feel attacked 🤣
I’m hearing you, happii. I get sucked in, big time with the content of these videos. I appreciate the tech focus and it’s stuff I’ve not really considered much in my automotive history. I’m a lover of anything fast and a firm believer that a dedicated guy in a garage achieve amazing things with basic tools. I’ve got an NA EFI Ford Windsor V8, a straight 6 early 90’s Ford SOHC 4.0 (soon to be turbocharged), a Coyote-based 5.0 supercharged V8 and an EJ257-based Subaru. I’ve also had a narrow-angle V6 in the Passat R36 my wife owned for a while. Also had some old-school stuff including Celeveland 351-equipped 1982 Falcon and one of the early ED XR6 manual cars that were homolgated for production class racing at Bathurst (hard to believe back in the early 90s Ford Oz chose to use the 4.0 SOHC I6 for it’s production Falcon race car rather than the 5.slow Windsor). I love variety and appreciate all the strengths and weaknesses of all these engine platforms. These vids present a lot of balance and vibration issues that I never really considered before.
That was funny... man (or woman) i feel you... i recognize the situation...
now, just explain that to your boss
It's always a good time to learn about 6 cylinder engines.
4 months later, I’m in the exact same predicament.
The inline 6 is really something special, let me tell ya. I was driving an old AMC with the 232 inline 6, I couldn't even tell the thing was revving out because it was so smooth. I can always tell when almost any other engine is revving out because they sound more rough and like they are about to rattle themselves to death.
I like the Ford 200 and 300 6
@@josephmclennan1229 Oh yeah, Ford 300 for the win!!!! Wouldn't trade my 96 f-150 for anything else(except maybe a 4x4 version just like it 😅)
E90 N54 owner here. I loveeee the inline 6❤️
Pretty sure that AMC 232 BECAME the Jeep 4.0. Great motor.
@@datthang9385 is that merc
Straight 6 engines feel the best to me. Smooth and sound right to my ears. Love em!
You need to hear a VR6
@Montoya I'm definitely a fan of the flat six. I've owned 5 911s
Rolls-Royce cars used IL6s that were so smooth running that a glass of water set on the valve cover would not have ripples on the surface of the water at any RPM.
Jaguar and Maserati used DOHC IL6s for decades. The end of the IL6 came with the growing popularity of transverse mounting for FWD.
More reliable, more torque, more life.
I put 234,000 miles on my first IL6 and it was still running perfectly. (The car was worth $4,500 and needed $6,000 of maintenance, time for a new car).
My V-6... I cannot compare (hit by the forged metal certification, failed at 100k miles, but free rebuild).
The straight six has always been my favorite configuration. I think it's the best trade off of characteristics: simplest, requiring the least number of engineering fixes to get it to run smoothly (which allows it to be lighter and simpler), most economical to manufacture, simplest to work on once installed because there's usually plenty of clearance in the engine bay around it, etc. Here in the US V8s were always preferred for power because you can stuff a bigger, higher displacement engine (and thus get more power) in the same engine bay, and as a result, all the straight six engines here have really been smaller-displacement "base model" engines for cars, where the emphasis was on economy. Apart from maybe the Hudson Hornet in the 1950s, there really hasn't been a performance-oriented I6 made in the US -- and even there, I think it was a more a matter of the small Hudson company getting the most performance out of an engine that had originally been meant for economy, and if they'd had the kind of money the Big Three had to play with, they'd have designed and built a V8 as well. I've always admired the I6 performance engines that European car makers made, like Jaguar, Aston-Martin, Ferrari, etc. -- lightweight, aluminum block, DOHC straight sixes designed for performance, but smooth-running and high-revving, and because they're not great, massive lumps of iron, the cars are lighter overall and have better weight distribution, so the car handles better.
BMW Toyota
When it comes to l6 engines only bmw know how to make them properly
@@bytesurfer8651 Lol no. it's easier to design a i6 cylinder than an i4 or v6, no balance gears. It's hard to screw up the design due to its simplicity.
@@martin-vv9lf it's not always true, there are dozens of l4 engines without balancing shafts and dead reliable too and don't forget that the bigger engine you have the more engineering you need to fit everything into a hood compartment, make everything easy serviceable, etc. and at the same time keep the front end as short and as light as possible, of course don't forget that long engines like l6 have increased cooling demand, it should be designed to make all 6 cylinders to cool evenly and so on and so on. V6 is of course a lot more complicated than a straight six
How come nobody seems to remembet the Pontiac OHC straigh six from the sixties? Made a good amount of power for it's size, had one of the first belt driven camshafts and also relatively good fuel economy. Perhaps a bit too novel idea to survive in USA at it's time, but definetely an engine to be remembered and appreciated.
Bro love all your videos. You brake shit down so simple man, I'm actually using your videos to help teach my 15 year old daughter. She turns 16 in September and I bought her an older car we have to fix up to get running and I think it important someone knows how cars work and your videos do that better than than all else. You speak clearly, slowly and show great animations, it leaves nothing to guess at. Perfect bro thank you
Awesome job that's raising em right
Q.T. I've been involved in the auto svc industry since my teens. (40 years). Having your child (girl or boy) learn about a piece of equipment they will most likely use every day is brilliant. The VAST majority of people today can barely put fuel in a vehicle, much less have an understanding of how it works, and how to properly maintain it.
More parents should approach vehicle ownership like you. Much respect. Best to you and yours. Be well. Be safe.
*break
Good on you. It is really necessary for a person to learn "muscle memory" sort of stuff and this cannot be taught, but perhaps coached. They need to bust their knuckles and break some bolts. Squeeze stuff with vises. Use hammers and fire. (torches and forges and hammers teach you more about metal and strength than about anything.) Just cannot skip hands on stuff to be a good engineer. Heads of engineering are almost always farm kids to begin with. Buy her a broken 911 Porsche for her second car.
That's how ya do it. My son is only 3 but I get him under the hood.
Primary and secondary balance videos? Yeah seen those. Skip the recap? No sireee, wouldn’t want to miss a moment of any of it 😁
Gravity is not on their side, flat motors.
@@martintaper7997 it isnt on inline engine's side either xd
same lol
My first two cars were bmws. The e46 325i to be exact. That m54 was such a smooth engine and the power and was delivered beautifully as well. I long to have either another zhp or an M3 one day. Prices have gotten crazy in just a few years.
In terms of smoothness, Inline 6 cannot be beat. When I was a teenager on my stepfather's farm, his brother had a 1984 Chevy pickup, Inline 6 & 3 on the tree . Loved driving it around the farm land. Dispite the truck suffering from the harsh Michigan winters and holes rusted in the body, that engine and transmission was bulletproof, to say the least. Unfortunately it was parted out around 2008. R.I.P. Chevy half ton 1984-2008.
It can be beat - by a V12
@@henwilvw9376 well if you think about it, a V12 is basically 2 inline sixes together, but because of its massive size and fuel consumption for the amount of power a V12 is only found in the highest trim ultra luxury cars, such as Rolls-Royce, and the Mercedes-Maybach S-650, makes for smoother output than a V8 typical of American vehicles.
I think the boxer is surely smoother
My friends think I am an internal combustion engine engineering genius because of you. Keep making me smarter, D4A!
my friends think i am an internal.combustion engine STOP. specially when i eat beans and produce output gas
TH-cam is the new "reading". You can learn anything. Lovely
Great explanation!
The most balanced engine I ever owned, was a 3 liter inline 6 in a Lexus GS300. I could easily balance a coin on top of the running engine. Its exhaust runner was a masterpiece.
Great to see the Alfa Romeo V6 at 4:45, that I also owned long ago. The difference between V and inline is so striking.
Yeah, fully agree. The old inline 6 my dad had in his mid 80s Ford pickup was slick as glass. I remember how boring it was to rev the engine because my teenager-brain assumed that loud/shaky engines were the good ones. The old truck was slow but she never broke down and towed our heavy old boat magnificently.
The Alfa V6 is the best looking engine I have ever seen, it's pure art. The chrome headers and the overall styling of it (logos, shapes and fonts, the oil cap...), I just love it. I'm a car guy, but I could care less about how an engine looks, but the only one I would have detailed it would be the alfa V6
@@akafede4351 The 12v and 24v "Busso" V6's are truly amazing, especially for a motor released nearly two-decades after it's initial working prototype. While power and aesthetics go to the 24v; pure exhaust "music" belongs to the 2.5L 12v. 👍
The toyota jz engine family is something special
Oh please BMW E46 M3
He literally didn't pause one sec nor look up information. Did he really do this whole video from his memory? That alone is incredible. Content was amazing as well. I learned a lot. Subcribing!
Oh I definitely make pauses as I run out of breath, they're just edited out so you don't see them 😊 Most of this is from my memory, but depending on the topic I often do research to verify or refresh myself on some things.
As an owner of a vr6, an in line 6 and a v6 I got very excited about this video. Nice work...
Straight-six for the win.
I know. Jeeps lost something when they dropped the 4.0L and went with a V6. I would love to see what modern computer engineering could do on a new 4.0L I6 engine design.
If you have the room.
@@journeyquest1 bmw Z4 has the room.
@@thezfunk The GM Atlas 4.2L I6 is/was that engine. DOHC with VVT. With direct injection it'd make 350HP easy naturally aspirated. A shame GM cancelled it.
my IS has the room
Boxer 6 is awesome... Until you want to service it... Then it stops being awesome and starts being a pain.
@@777dragonborn boxer 6 Subaru's are EZ series
@@brian_jake ER27, EH33 and EZ30/36
@@777dragonborn Shame they chew bearings up and spit them out lol I live beside a place that specializes in them, they pull engines out and rebuild them constantly. All the mechanics that work there don't own subaru's lol
not a "boxer" 6 depicted... as he described a flat or horizontally opposed 6... opposed boxer engines share common crank big end journals like v8s etc... causing the piston pair to travel in the same direction... makes for a very stiff crankshaft & allows large journal widths
Just design the engine bay around a removable cowling-the general aviation aircraft industry
My first, and still current, inline 6 was the 4.2-liter Atlas I-6 in my 2005 trailblazer. It's one of the best engines I've ever had and worked on. It still runs like brand new and I'll keep it till it's completely dead. It's got crazy amounts of power and can still haul ass being in a huge heavy chassis.
that’s a really good engine
Nivlac57 makes me want one of those
This was so educational I feel like I should have gotten some kind of credits just for watching it.
I am a car mechanic for 12 years now most stuff you tell i am formulier with.
But still I really love you’re videos! And the way you tell it makes it real nice to watch!
Greetings from the Netherlands! 🇳🇱
theres a specific kind of inline 6 we use here in australia, it used be made by ford. it was called the barra. 4.0 liters, double overhead cam. what made them so awesome was they could make huge amounts of horsepower with minimal mods. ford even put turbos on some of them, which made enough horsepower to overtake a V8 without too much trouble, matter of fact, the final version of the turbocharged barra put out more than 400hp stock.
I've owned two cars with a VR6 engine. Loved it! Smooth & powerful. Awesome sound, too.
I concur on all three items. The VW GLX Passat was a hoot.
Mine slipped the toothed belt and died. Apparently VERY common. Sigh
Vr6 uses chains and sprockets
@@Ogmoney187 then it slipped the chain. It was going to cost a fortune to repair. So I ditched VWs after 20+ years. Never going back.
@@lukebrennan5780 When the chain guides or the tensioner wear, the chain can skip a tooth. Chain rattle upon start-up is a clear indicator of impending doom. The chain tensioner is made from plastic and us a wear item as it is constant contact with the chain. The chain and tensioner commonly need replacement somewhere between 100 and 150k miles. A belt will not necessarily announce its demise in advance. Choose your poison.
That was THE best comparison on the different engine configurations I've ever seen on youtube - you did a great job AND it was fun to learn !!
My grandfather was a turner who ran a lathe turning huge ship crankshafts. I've always found this stuff fascinating ever since watching him at his machine 50 years ago.
You are very detailed and informative without all the technical complexities. I wish my Uni Engineering Lecturers had the ability you present. Very well done. Thankyou
Inline Six has always been my favourite, it's always been the smoothest, and most reliable.
I don't care that it's hard to fit transversely in an engine bay, because I don't like front wheel drive, rear wheel drive please.
The amazing B58 fits fine under the bonnet of my M140i hatchback :-))
Next:
-V8 vs L8 vs W8
-oversquare vs square vs undersquare engines
Oversquare = short stroke. Bore diameter is bigger than stroke length. Best suited for high-revving engines that need to put out lots of power for their displacement.
Square = bore diameter and stroke length are the same. A compromise between high power density and high torque output.
Undersquare = "stroker" = long stroke. Stroke length is longer than bore diameter. Best for applications where low-end torque is desired, although many high-revving performance-oriented (racing) engines have been made (and are still made today) that are undersquare (e.g. Lambo V10's).
@@electric7487 I already know that. I was just proposing a video idea for the future. Oh, by the way, thanks for answer!
I would love to see cross plane and flat plane included in this as well.
Long live the 327 SBC with the perfect 1.8:1 bore / stroke ratio, 331 ford stroker isn't too far off either.
Undersquare eninge usually makes its torque not because its undersquared, but because you can fit large displacement in a smaller form factor.
The smaller valves in theory gives you greater velocity at lower rpm, hence why people say more torque down low, but this can certainly be worked around, especially for engines outside of motorsport.
Also if the engine fitted with forced induction you can get problems with the head being restrictive(because of physical size of valves and ports), but we are talking extremes here :)
The main issue with going for a very high stroke engine is piston speeds. If you want the engine to rev fairly high, since the pistons move so fast, the reciprocating mass will break something since the force will be much higher(it gets exponentially more stressed the more you rev, more stroke means the engine gets critical sooner) . As such you will need to reinforce the rotating assembly. But that gives more mass and makes the problem worse.
So the only way is trough better materials(lightness vs weight) and great quality control when building the rotation assembly.
LOVE my Corvair flat six! Only one gear driven cam, NO cheesy belts or even chains. No counterweights on the crank, but seems to survive well staying under 6500 rpm.
Though it was only a pushrod motor, there were very many good things in the design of the Corvair. 1966-67 racing program of Yenko Stingers really brought out the best. GM's cringeworthy caving to the Nader book is a landmark of what NOT to do in corporate responsibility. But yes, the Corvair had perfect balance!
isn't it pretty silly to brag about lack of cam belts/chains in an engine which ran a rubber v-belt that had to bend in two planes?
@@marksandstrom4248 I wouldn't call it bragging- I didn't have a role in designing the engine, after all. More just appreciation for some of it's strong points. Of course pushrods are not as good as having the cam operate the valves directly. The proper V-belts are perfectly suited to flexing torsionally as well as radially, despite it being uncommonly seen. With the proper belts and adjustment, they don't suffer any more failures than any other belt drive . And it's super easy to replace the single accessory drive belt on this engine. Whereas rubber timing belts are not easy to replace, and often their failure comes with a head full of bent valves. Indeed it's not even really reasonable to compare accessory drives and cam drives. It could be argued that chain drives are better than belts, and that would be my preference. But gear drive is far and away superior. Indeed a Detroit Diesel (the real ones, not the four stroke ones) have the best of both worlds- gear driven cams AND gear driven accessories. :)
This is by far the best and most in depth explanation of pros and cons of the six cylinder engines in comparison 2 1 another
I have already known all those configurations, but I have never seen a better explanation and comparison of each complexity. Your video is amazing.
You just keep on surprising me with the high quality infotainment content. Can't wait for the next one in the series 👍
Brilliant video. There is nowhere else where I could have learnt all this in under 20 minutes. Perfect, thank you.
I once read an engineering book written in the 60's that covered all this, and it said V6s will never become common. it pointed out all of the flaws in GMC's "Thriftmaster" V6 as examples.
never say never
Well the engineers never forsaw FWD cars. Had vehicles mainly remained RWD, they would probably have been right.
If only that had been the case 🙄
@@prezzatocustomsnot really the reason. The v6 can fit in less space then the inline.
Dude, one film and I finally knew the difference among sixes. Thx alot!
This is my all time favorite series on TH-cam not sure why but I love it
Man every time I see your videos I get real excited. Your content is amazing, it shows that you work hard on these videos. Keep up the amazing work !
The most balanced explanation I've heard.
Great video, thanks for creating and uploading.
Enjoyable and informative. 👍😎
Amazing what i am learning at 63yrs old... thanks?
The VR style engine and the V6 were first developed (successfully) by the same company.
Lancia
Awesome video again! Clear, easy to understand without oversimplificating!
Beautiful control of language and indepth description with precision!
Love your videos. Ever since I've started working on my own cars I've been finding more and more that I don't know about cars and these videos really help full in the gaps. Great info!
thank you for the VR6
I allways look forward to this videos as I love to learn more about engines .thanks again for a great video.
Loved my VR6. It felt like a magic.
Very happy with VR6 on my VW Atlas, it's running smooth and sounds good!
This is one of the best chanels on TH-cam.
Keep up the great work👌
Now I can go to college. Awesome job once again man! Thank you very much!
Damn, this man knows the shit! Me as an engineer myself (electrical tho) love to watch and listen professionals who know the science behind their subject!
Thank you! A wonderful, clear explanation of why I drive a straight-six (for thirty years!) Don't let any Yankee complain about your accent: you are perfectly clear and understandable, and an accent only adds to the understanding because listeners are paying extra attention. I subbed and will gradually catch up on your videos...........................elsullo
No "Yankees" are complaining about his accent. Stop trying to create a problem where there isnt one.
Great video! Finally I got the analysis of the VR6 engine!
Vr6 sounds are amazing!! I love my Corrado's vr6 sound!
Golf R32 is the ultimate VR6 engine.
Phenomenal breakdown of engine dynamics.
We have a VW with the VR6 engine and really love the engine. Now I better understand the "why" of it's greatness! Excellent breakdown of the various 6-cylinder configurations! Thanks.
When I think V6 I think Busso, I was hoping you used it as an example and there it was at 4:46
Pretty sweet
At last something about VR6 :P nice
Very well done, I love this stuff, I was always unclear why the flat 12 was not a boxer, just missing it I guess, you totally cleared that up as well as so many other questions I have always had. Thank you.
Great video, thank you! I've had a number of straight-6s (BMW and Jaguar), V6s (Mercedes and Audi) and also a very oversquare flat-four (Lancia). Always had the balance issue in my mind and once attuned to it you can recognize the configuration from the passenger seat. Now I have a flat-plane V8, which is a new ballgame for me. Cheers!
its crazy how with engine aides the modern day v6's are so balanced and smooth nowadays
One other benefit of the 60° V6 that he didn't mention is that, when combined with -60° flying crankpins, it has perfect primary balance when crank weights are used. It does not need balance shafts, since for each pair of cylinders the vertical and horizontal imbalances are roughly the same.
With the 90° V angle, non-split crankpins result in uneven 90° and 150° firing intervals, but it does have perfect primary balance with crank weights. To make it even-firing, the easiest way to do so is to split the crankpins by -30° so that each pair of cylinders hits TDC 120° apart. However, by doing this you lose the perfect primary balance as now the imbalances for each pair of cylinders has a greater horizontal component than vertical component. Here, the crank weights "average out" the imbalances, and by doing so that they undercompensate the horizontal vibrations and overcompensate the vertical vibrations. The crank weights are sized such that the residual vibration from the over- and under-compensation is roughly circular, which means only one balance shaft is needed. The balance shaft adds to and subtracts from the crank weights alternately so that the vertical and horizontal vibrations are properly cancelled out.
wonderfully informative, thank you for creating this.
Learned so much in such a short time! It's one thing to be clever but quite another to be able to explain things clearly. Well done!
I was really high but could still follow you since you did such a good job clearly breaking things down! Great job!
It's strange to me that by watching just one video, I now understand why all car brands insist on their particular engine configuration.
Thanks dude 👍
The boxer engine is a master piece, even the mechanics who works in this kind of engine must be a master, nice video D4A
I wouldnt say You need to be a master to work on it really... Flat, boxer engines are really nice to work on. Everything is accessible compared to a V layout. Its only complicated to manufacture not to work on. It better than I6 overall fpr packaging too somce all it takes is a wide engine bay and you want a wide car for stability and interior room. Subaru made it work really well in Legacies and and Outbacka with EZ30 and EZ36. And these are incredibly reliable too. They made FB and FA series flat fours basing of the design of EZ.
A fantastic video and clear explanation for someone like me who knows very little about engines. Thank you
Outstanding and flawless content. I´m very grateful. Note: I´ve seen many aviation 6 cyl boxer engines with a single engine block.
I'm a massive fan of Porsche's flat 6. They consistently defeat V8 and V12 cars on the race track, and have done so for decades. I have a uncle with a 70's 911. I got to ride in when I was a teen. This was very interesting. Please keep up the good work. Thank you.
such a pleasure to watch and listen. thank you!
Thanks for making the explanations so simple to understand!
You just blew my mind. Engine dynamics and engineering decisions in a single video. Thank you - Ill explain why later ;)
Another great video man! I really appreciate the amount of research and technical detail you put into these. 👍👍
Been waiting for this one 😊
Nostalgia. I remember reading a lot about engine balance when I got into cars back in college. Unfortunately my next car will be an I0, or V0, you get the idea.
I'm gonna go all out and get the W0!
@@beardymcbeardface69 That's baller. Will it be the Bugatto Zeron?
@@henrytang2203 LOL!!!
I've always had a soft spot for 700c with180 degree crank.
@Henry Tang LOL!
How good is this channel for engine knowledge. So good 👌🏼
If I had a lecturer this good when I was a sprog, I'd have a doctorate! Cheers!
It would be interesting to see a video about engine balance of Inline 8 vs V8 as well as V8 vs V10 vs V12.
Did you just say inline 8
@@iCrimzon Yes, I did. Buick produced an OHV I8 as recently as 1953. Essentially all GM and Mopar 8 cylinder engines (except Caddilac which had a V8) prior to 49 were inline 8s. There were also a lot of I8 racing engines prior to 49.
Heck, up until 1940 Caddilac had a V16 (essentially 2 I8 cylinder banks sharing a crank).
@@iCrimzon Schlüter had an inline 8 Diesel in some of his Tractors
Buick called theirs the Straight 8. Torque monster, but don't rev it too high...But oodles of torque was Buick's north star, hence engines like the nail head V8.
@@elmarko9051 Part of the reason for that in the V8s was Buicks decision to make their own automatic transmission...The Dynaflow was basically a single gear variable pitch torque converter. It was Smooooth but inefficient and it needed plenty of torque...Buick Developed it late in the fireball straight 8's run so they must have been happy they designed the fireball for high Torque.
I own a '47 Olds with the flathead I6 and hydramatic...If the I6 ever catastrophically fails if a Buick Straight 8 will fit I might switch to that.
Simple and well done. I wish back in 1989, when I took kinematics, we had this video. To say the least, as aerospace instead of auto oriented, we didn't dwell on this topic a huge amount of time. Although I recall how naturally smooth the calculations said the inline six was.
This is probably the best comparison I have seen of the different 6 engines.
Great stuff ! I always wondered about the VR6 - now I know !
Automotive Enlightenment. You should be a teacher. So much information condensed in 20 minutes and everything makes sense. Not many folks can do that.
i love this guy....good honest explanation in the great style of a russian enthusiast..
A complicated explanation in simple terms! Awesome!
Miss my old mk2 fit with a 12v vr6 the sound was amazing 😌👍
Fun drinking game: everytime he says, “which means” take a shot.
Keep up the great vids! Excellent info
@manemebasat Well, as leaders of the free world, we sometimes feel the need to justify it.
Of course, that will end next week, so it'll be "party hardy" after that.
@manemebasat And, FWIW, and even though you...the rest of the world doesn't need stupid games...The German live feed at the ADAC Nurburgring 24 hrs (just concluded) DID have a drinking game of their own going on. Just because your "rest of the world" doesn't need them doesn't mean they don't still like them. And just because our part of the world (US) has fun with them doesn't mean we need them.
Go..........get.......stuffed. See? I had fun with that game and it only required one move. Game over.
@manemebasat we did what?
@manemebasat You make a good point that has always bothered me with regard to buying a beer, however, and in actual practice, I think that "prohibition" is more lax.
As to the 25% (where did you get that number?) many of the world's "non-incarcerated" were simply put to death [China...the Arab world] Consider that when you so casually run your numbers.
@manemebasat And, once again, run your percentages vs. China and the Arab world. Do they not have (and for what reason would they not) have crime such as does the EU, AUS, NZ, JPN and the rest? And do they have prisons to reflect those percentages? No. They have death.
Now, if you want to debate the advantages vs. disadvantages of incarceration vs. death...I will point out that one of the two does offer a chance for redemption. The other does not. It's also true that, and despite your accusations, the US does afford the accused the best chance to escape said incarceration. I challenge you to prove otherwise.
Very well and simple explained! Good job!
Many thanks for such a lucid and simple explanation of some very complex physical principles. Great vid !!!
Awesome, educational video! The VR6 is amazing, considering it's size!
Heard the VR5 was developed from it. Is VW still making VR5s?
dude I'm so glad I found ur channel! Instant subscribe.
I cannot express how much this YT channel "turns my crank". Great video! Thank you. /John
Dude, you are awesome! In 19 minutes you edified me more than you can amagine.
Loved your video from start to finish.
Thank you very much.
Excellent basics!!
I never get bored on this
So much technical detail. ❤️ We love it.
I love my vr30, it’s such an amazing twin turbo v6 with amazing tuning potential. It sounds amazing with a borla exhuast, and although it does vibrate a bit at 7k rpm, it’s very slightly and makes me feel better driving the car.
Fabulous work, thoroughly researched and completely objective. Nicely presented as well. This is the sort of thing that ought to clear out some of the fanboy misinformation you sometimes get in the car community.
Although the thumbnail suggests knowledge we all basically acquire with mother's milk, this guy always manages to come up with a new aspect or an informative way to portray. Well done!
What.the.fhack.
your work and explainations are just amazing. I'm studying mechanical engineering and love your channel
That's why my dad's 1986 RAM pick-up truck with the slant six still runs like a champ. Nice video!
This video reminded me of how much I miss the EZ30 that was in my first car, I really should get a 4th gen Legacy as a project. Thank you for the great content.
What happened that you got rid of it? I plan on getting myself Legacy Spec B with EZ30.
Subaru sold them with manuals here, tho they're quite hard to come by especially the facelifts
@@Kacpa2 got the opportunity to buy an Alfa Romeo Giulia and a friend needed a car so sold him the Legacy. He is still driving it around.
@@antikristuseke Nice. What did you think of Leggy overall? And how it compares to Giulia?
@@Kacpa2 the engine is superb, flat torque curve and super linear delivery, revs quickly. It understeers on the limit, but it doesn't come on suddenly. Only issue I had with it was not being able to get fully comfortable, I'm 188cm tall with long hands so my seating position was a little compromised, but not badly so. The giulia is a much newer car, lighter, rear wheel drive, more advanced suspension etc. Not really a fair comparison, but ideally I'd have both cars, alfa as the daily and legacy as a toy. That flat 6 is something I miss.
@@antikristuseke Well i look for it to be both a daily and a toy since i miss my 1st sportier car, and having Subaru now got me into them, tho its XV so its on very high and soft suspension so handling wise its not that entertaining but still grippy.
Got it to sound nice with Borla i shipped from USA, but it's still a bit short of what i want, and a wagon H6 six with 6mt sounds like a dream tbh, and i only hear good things about it, closest comparisons like some Volvos are not really sporty at all and would probably annoy the hell out of me with extreme understeer.
I dont really want a BMW either because i find them incredibly cramped and with interiors that annoy me with how things are laid out(someone in family has X3 i get to drive often and i drove late 2000s 5-series once and it was even more cramped legroom wise and with very odd feeling shifter)
I got more and more deadset on Leggy since it would fit everything i want from a car in a compact package.
I'm trying to get the facelift since it got many upgrades like better tripcomputer in the gauge cluster and telescoping steering wheel which might help with the seating position if needed, but they are incredibly rare as 5speed auto was added so most of Spec B's onwards were automatic and since i want a wagon there are maybe 150 of facelift models made, 500-ish prefacelift in LHD configuration, so it's a bit rare to come by one for sale.
I'm a long-time fan of the I6. loved it in my 09 BMW X3. But also recently had a I5 in my '10 Jetta, and it felt great! Ran over 240K miles and was looking like it was going to run strong for another 200K. Any video on the I5 nuances?
Very informative and presented in an easy to understand manner. Thanks!
The smoothness of the flat six in my '65 Chevy was amazing. Now I know why. Great video!
A *flat* six?