We teardown the IndyCar Engine to expose its Secrets! Cosworth XD Turbo Methanol V8
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At 55:00.
The timing chains popping lose is because the timing chain tensioners are a hydraulic tensioner and because there is no oil pressure, there is no tension on the chains. So, the valve spring pressure is make the cams move more then it normally should. Hope this helps!
Two things to consider.
1) these engines are never cranked "cold". Only with hot oil and water. So it won't spin very well cold as the clearances are intentionally that tight.
2) Careful with the concept of using exhaust cams as intakes. While the lift target may be right, the timing and duration of the lobes from cam to cam may not be correct/ideal. Machining the intake cam ensures the correct behavior, just with less lift.
3) Be aware that camshafts are typically case hardened. If you grind away more material then the case depth, your cam lobes will no longer be hardened and will wear prematurely. I'm not sure if re-heat treating the full lobe will have adverse effects on the remaining, factory hardened, material or if you can locally case harden the ground areas but, this should definitely be considered.
He wasnt measuring lift correctly too as the lift isn't the whole lobe diameter it's the change from the base circle .
@@aaronhall7740 lobe lift. not to be confused with valve lift where you'd also need the rocker geometry and.. stuff..
@@timwill2484 yes you can case harden just the lobes. It's done quite often with Alfa camshafts.
I've never heard of any engine that starts out with tight clearance of any kind on a cold engine. Since as the engine heats up the cylinder will expand the pistons will expand and the rings will expand making clearances even tighter leading to a seized pistons, spun bearings and a host of other issues.
I was track support during the XD Era, which was the heyday for champcar. The 4 PCI injectors were giving up to 45 % of fuel at max. The turbo inlet was the IGV which was broken into 4 pie shaped pieces driven by mechanical gearing on the outer perimeter, which, when the throttle closed the turbo, was in a vacuum keeping it from slowing. The nineth butterfly was reduction gear driven for control of the boost. It was constantly whipping in modulation. If you look at the shifter linkage at the handle, there should be a sensor there which, when shifting, that switch closed the nineth butterfly and backed ignition to take tension from the Trans to make the shift. Could go on forever but, great to see you diving in.
no no please keep on going lol this is so fascinating this thing has so many cool details it keeps me in awe
I could listen to guys like you talk about this stuff all day, it's fascinating how all this stuff works. Hopefully Rob see's this because I bet you could save him a lot of guess work
@Matty.Hill_Drifts Time will tell. I'm sure with his investment to the craft, he has more and more information flowing in.
You should probably reach out to Rob privately. Your info and experience are extremely valuable to the project imho.
@gabrielenitti3243 I've never worked in comments on anything before and wouldn't really know where to go to contact. Figured he'd see these comments and reach out if he needed help.
Rob, In the time of the 80s and 90s Indy 500 races, the target MPG to have enough fuel to finish was 1.8 mpg. That was 1.38 gallons burned per lap. Qualifying was not an economy event so running all 900hp burned even more. This is an awesome thing your doing here and long overdue for anyone to do this. I can’t wait for dyno day and to see how much fuel per pull it eats.
If it still runs after all of this I will be amazed! Not to discredit rob and the crew. It just seems like so many factors can go wrong.
@@kylemcweeny878 I agree it is insanely complex but Rob seems to be insanely analytical about everything he does. I hope it turns out as amazing as his 4-rotor that people doubted as well.
Notice the extreme throttle fluctuations: th-cam.com/video/70tyWDK26-I/w-d-xo.html
Speaking the truth, by innuendo: th-cam.com/video/IADOqM5VCi0/w-d-xo.html
44:44 This is liminal space, used to stuff the 'Hobby tubes' mentioned by the
Kodak team. Dupont had T-rex, better life through 'color'. Primary field??
ie the more potent oxidizer/fuel starts inside the engine, to take advantage of the vacuum (like restrictior plate racing).
May want to avoid fuels that contain metal, silicon seems to be the accepted alternative.
F1 are NOT getting 60% efficiency, as all fuel is not being accounted for.
@@kylemcweeny878 From Rob's various comments in the video, it doesn't sound like he's treading totally new ground.
th-cam.com/video/uVeK7sVt9BQ/w-d-xo.html
Between that source that Rob found and the other people he mentions who have reached out, I think he has a shot at getting it running if he hasn't damaged anything in the teardown.
@@kylemcweeny878 its just an engine same as a vw one just more expensive nothing more in it nothing different
MechE/SAE Project team student here rob, the combination of these crazy projects, off the cuff engineering and shop banter make some of the most entertaining content ever man, keep it up!
I clicked, expecting 20 minutes with short clips of teardown. I did not expect an hour and 6 minutes of a well-edited, in depth, and still comedic teardown. As always, hats off to you Rob. You've got good people around you, keep at it brother, Merry Christmas.
You guys are the furthest thing from half assed TH-camrs. Even with a million subs, your channel is so underrated. The passion that goes into it is so inspiring man.
It’s incredible to see the similarities between this cosworth v8 and the Volkswagen 5.2l v10 out of the r8. The oil pump and the coolant pump are almost identical, same with the oil passages in the camshafts. Same with the timing chain layout. I used to build engines for sheepy race, this is so wild to me
Yep, Volkswagen were wise to copy Cosworth
@@psk5746 VW group has owned Cosworth before. Cosworth was sold to Mahle in 2004.
I'm just reminded of all the stuff I did on high vacuum pumping systems back in the day. This engine resembles something like that more than any normal motor. Which I love. Hydraulic tensioners and interlocking holds, rather than wasting parts; o-rings yes and gaskets no way... Beautiful. Solid. This is good engineering.
This is crazy, Indycar engine tear down? Top notch stuff!
“I do cars” needs to take some notes!
@@dertmatyui everyone been taking notes, tf you mean? 😂
@@PerfectlyCookedMedia ^ “I do cars” is a TH-cam channel who tears down motors and repairs them sometimes, and I think he needs to get some Indy car engines in😂
@@dertmatyui I am familiar with the channel, all I’m saying is, just about every car guy making videos on TH-cam is taking notes from Rob Dahm 😂
Okay I've been following Rob's projects for almost 2 years now and this is the video I've been waiting for this whole time. Rob and Isaiah's explanations and showing how/what to do but now on a piston engine. And it's full length (obviously not 100% uncut but not shrunk down to nothing).
Thanks guys! Merry Christmas 🎉💚❤💪🏽
Rob, your stuff has to be one of my favorite youtube channels out now, You learn so much and at the same time have a good time. Thank you from us all and merry xmas..
I agree, by far my favorite automotive TH-camr
This is legendary!
I've seen these cars race at Surfers Paradise Australia for many years & to hear one of these little 2.65L monsters roar to life again will be a very special day for me.
Kudos to you guys, BIG TIME!!
Awesome teardown! This engine is art in motion, So much engineering goes into INDY for the top cup win, OEM piston engines are nothing like this Cosworth.
FYI, To find the correct rotation look at the chains, Chains ALWAYS pull straight, the idler side is always the return.
Happy holidays!
Whoa that makes total sense!
Art in motion was the name of the car club that Craig lieberman was in iirc and is the reason there's a sticker on cars in The Fast and The Furious that say art in motion
I was thinking the same thing, it was definitely being turned the wrong way. No harm no foul though, the tensioner was culprit allowing the slack in the chain. Great video though!
I'd love to figure out how to increase rpm on a stock motor
@@user-so1gt1xk8y Firstly, you better be sure the lower end can handle higher RPM. The one thing holding back stock engines, that would be the Cam Shaft.
Secondly the intake runner, exhaust system, throttle plate diameter and fuel delivery all hinder top end power. All those can be pushed by a Turbo, but you need to add the extra fuel! 😁
It always blows me away that the motor is actually part of the structure of the car. It's is the frame & the power plant.
The Hoonagins Honda drift truck build taught me a ton too! Between the these two they are so much more technical than ever though.
Thanks for the video great job 👍 👏
The only thing that could top this is a 90's F1 engine teardown. Since that's not Gona happen anytime soon....this is the most fascinating engine teardown series on the internet. Amazing to see this in detail and go on the journey with you. What a series. Amazing!
I wonder how close this is to the Cosworth DFV's ?
Question about finding torque settings. When torquing a bolt to specific torque setting, you're overcoming the friction between the male and female threads. As soon as the rotating action is done, when your torque wrench says "Enough", your kinetic friction coefficient turns into a static friction coefficient. When you then apply pressure with your torque wrench again to get the number, it will read higher since you now also have to overcome the bond between the two surfaces (which can be quite a bit of surface - thread and block/bolthead mating surfaces combined). This especially in Robs motors case, when it's been sitting for long time giving the surfaces plenty of time to get really intimate.
Watching a teardown like this is absolutely awesome.
Hey Rob if you read this, im almost willing to bet that the oil/air separator in the valley of the engine. The reason of the oil going in through center then out the side instead of reverse order is to allow the oil a chance to reform and not be Frothy which will be helpful with the Methanol situation
That is exactly what it is, as evidenced by the small drilled hole in the air line side. In our Aussie V8 Supercars that line would be -3 or -4AN on top of the dry sump oil tank and be plumbed back to the intake manifold for vacuum. It wouldn't be strictly required to be used, however If the oil tank was ever to pressurize itself or over fill, it acts as a vent to be sucked back through the engine and not spit hot oil all through the engine bay via the breather (or split the tank open) which would result in the same. Most race engines usually have an opposite line near it or next to it with a dry break that you can put oil INTO the tank quickly in a pitstop without opening the engine bay or cover. Just shove a lance into it and pump a few squirts by hand.
Honestly, these are the kind of videos that get the the most excited to sit down, grab a drink and just watch beginning to end. Sure, the tech and methods used on this engine might not be cutting-edge anymore, but seeing and learning about how problems were solved once back in the day really helps to open up avenues of thinking that I would otherwise struggle to get to based entirely on my own thought process and conclusions. Looking at videos like these, I get the chance to remove my bias and potentially learn concepts, design and reasoning for engineering design choices.
Thank you Rob. A video like this is priceless for someone like me. All I really want to do is design and build an engine from the ground up, and videos like this one that can teach me portions of the do's and do not's of advanced engine design would've cost me significant amounts of my own money in a college or other classroom setting. Greatly appreciated.
On a side note: It's pretty easy to determine the direction of rotation for a RWD/AWD platform engine if it's installed the way this engine is installed. All RWD engines rotate clockwise from the perspective of the snout (front) of the crank due solely to the way a rear differential works. The diff only has one configuration that works to spin rear wheels forward, and therefore rwd engines can only spin one way. This is the primary reason why Honda's B-series engines can't be used in RWD applications. The engine spins counterclockwise from the perspective of the crank snout and thus would spin the rear differential the wrong way after moving through the transmission.
Haven't people flipped the rear diffs in the past to fix this? I'm pretty sure the 4 rotor had an upside down diff to fix that for a while until they got new gears
@@micahs1708 I thought that had to do with the locking of the diff, not the direction of rotation
@@ImKairyu for the 4 rotor? Or just in general? I vaguely remember rob saying something about how the upside down diff was causing weird wear on the diff gears in a past video
@@micahs1708 iirc it made the diff lock up all the time causing the front tires to slip while turning
Weird flex but ok
I have to say this is currently my favorite series on TH-cam. My dad worked on these when I was a kid, and this brings back so many memories. Some of the stuff you were doing initially that wasn't wrong but you didn't know how to do it, I'm sitting here watching the screen realizing how much I've learned from just being around this stuff as a kid.
I just love seeing it now as an adult now that I've had a couple decades of actually learning about engines and race cars.
Great way to start Christmas morning with an 1 hour Rob Dahm video... haha
same . Im hooked
This is by far the best "Rob Dahm" video ever. Thanks for sharing.
Petition to call it the RAWR XD V8
I hate it, sounds cringe... perfect.
I hate it. Have a like.
Roflcopter moment
I'm down for that.
RAWR!
Probably one of the first hour long videos I couldn't wait to finish on TH-cam. Love all of this, more please!
I have so much respect for the insanely talented and knowledgeable engineers at Cosworth. Thanks Rob for sharing this experience with us.
Me watching ads on this video
'... They've earned this.'
Best car channel on yt
>Rotary cavemen discover pistons for the first time
Ooga booga, ooga ooga, ooga booga
@@prxfade1410 Camshaft ooga, timing booga
@@nickcoul699 kekw
Brap brap ugga dugga
Big rock small rock
You guys' excitement is contagious! Despite having endless problems with my project car, I can sit down, have a laugh, and learn something when I watch you guys.
Now this is a Christmas present. An in-depth into some engine anatomy. Love it
41:06 That “central piece” is what drives the camshafts and produces the camshaft speed reduction. That “central piece” has 3 gears stacked together. The larger center gear is driven by the crankshaft. The 2 smaller gears (the outer one we can see, and the inner one which we cannot see) drive the camshafts. The outer gear drives the left side camshafts (from our perspective) and the inner gear drives the right side camshafts.
My best Christmas gift was a Rob Dahm video
Amazing content. When that engine was raced, getting a look inside was all but impossible, to see one opened up like this is fantastic.
It’s so cute seeing how proud Isaiah is about his welding capabilities 😂
If i had to complain, itd be over the fact that i just want more more more! Amazing content. Could literally watch all day like a fly on the wall. Wish i could be like an intern to someone such as yourself. Keep up the great work. You are learning and teaching at the same time
You are a true car youtuber my guy. You don't got the extra hype except for the added enunciation lol, you are informative, and learn with us. I appreciate your effort man. Merry Chrysler!
You can also determine the correct rotation direction based on the timing chain layout, noting that the drive gear should pull the chain directly from the cam gears, not against the timing chain idler bearing.
Jeeze the oil inside that beauty is minging. What an amazing machine, to think that a human being has designed every single part of that engine, I’m just in awe.
It's strange seeing Isaiah just observing and learning instead of explaining what's going on. Thanks for another amazing video, merry christmas!
0:30 regular muffler rotation is key👌🏽
Exactly…. Nobody wants uneven bushing wear !!
The 4 rotor is amazing, but these videos are my favorite content. Cool to see you hunt out the parts and share the engineering that went into one of the premier racing series
Very nice to see this teardown done slowly and explained by people that haven't done it before. so thanks for including all of us!
Watching you take that race car apart makes me unbelievably jealous. I can see you’re having the time of your life and I would be too. Holy shit. So cool 😲
I'm from the UK so don't get to see v engine often , when took the cover off I was like ohh it looks like a coyote
AN HOUR LONG VIDEO
BEST
PRESENT
EVER 🎄🎊🎊
MERRY CHRISTMAS
I'm glad I stumbled across this channel. Much love from an Aussie dude. My understanding is the Cosworth Indy engine was a direct transition from the Cosworth DFV F1 engine. It would be interesting to compare the original 1968 DFV valve train to see how much changed over the years between 1968 and 1997.
I followed rob since i first saw him on tv lol but ever since that man its been so incredible seeing what he has done and how much passion he puts on what he does its so inspiring
Looking at the complex arrangement of cogs and chains required to make that engine work (not to mention all the little bits they're there to drive) really highlights Mr Wankels' brilliant genius.
This engine was made before pacalloy valve springs were a thing. That’s the alloy that revolutionized nascar engines in the late 90s. I bet some custom pacalloy valve springs would get better life than the original ones, and probably cheaper.
2🎉
Watched the first half last night. Watching the second half first thing Christmas morning. Your videos bring joy to my life dude! I appreciate what you guys do! Thank you!
The pop-off valve took time to reset, so you didn't want to blow it off during a race. Despite being issued by Indy Car they had minor variations, so as part of a tuning stage on race day they would deliberately blow the valve to find out how much boost that specific one would allow. If it's the one I was told about it is actually two stage, and the plenum pressure sensor could spot when the first stage started to move. Knowing what they could do the boost controller would be adjusted up almost to that limit.
I love that you have a Cosworth Indycar engine on a Pittsburgh table. That's awesome.
Love the deep dive into all the tech within an engine like this!
Aren’t you rotating it backwards though? That might explain the chain skipping/crunching noises. Often chains and tensioners aren’t happy having that done to them.
Hey, anyone here knows how to get an IndyCar engine for personal use??
The pure amount of thinking these guys manage to capture in a video is unlike anything ive ever seen, i feel like im actually watching the thought process rather than just watching someone cut to when then know whats going on, its really awesome to watch!
Hey Rob, remember, static friction between two objects is always more than kinetic friction, so measuring the torque specs on those bolts the way you did it might result in overtorquing.
Not to mention, I don't even want to think about how intricate the torque sequence is for that oil pan/main cap girdle...
Rob, love your channel. I am a licensed A&P. From my perspective, a lot of the way the engine is engineered to aviation standards. With that said I would recommend replacing any dynamic bolts due to torque stretch. Also recommend looking into initial torques followed up with an digital angle torque, so that all of your torques are evenly distributed. Something to look into. Again love your channel.
Ironically the one car Rob’s done that would most benefit from a rotary swap.
Except traditional rotaries are not stressed members.
@@randoawesomemix9501 And traditional piston engines are?
When rob says ls cam shafts are in the head and oil sprays to them 😂 love it. There’s only one, it’s dead smack in the middle of the block, and it has supply oil to each bearing.
An hour-long video, it's a Christmas miracle
An hour-long video, and it still ends wi
This whole video including all the comments and every single reply to them all has taken a life and complexity of its own! I hear ya Rob and crew not just any and every skilled engine builder would take this challenge but I bet every engine guy including myself is very impressed and interested to see how this deal works out in the end!!!can’t wait to hear it run as I just watched the Judd V-10 in the Supra video and it was orgasmic
You guys should definitely put Joel in a hood and let him watch you pull a puddle and I bet he would get it super fast just to show how easy it is and that anyone can do this stuff if they put their mind to it
Just watched over an hour long YT video and it felt like only 10 minutes. Thats when you know its good.
His never taken a piston engine apart🤯
Right! When he said that I was like omg! If he pulls this off and had it running again after it would either be a complete miracle or a testament of how adaptable and intelligent rob and the team is!
That beautiful work of art will blow sky high after you rebuild it. Bet ya....
I'm going to bet there is a torque order as well as inch pound torque rating on those underside bolts. Reminds me of aircraft bomb rack torque specs.
from my experience there is always a torque order to follow whenever you have to torque more than 3 bolts and a torque rating for mating machined surfaces
It's going to be different than usual since the main caps are integrated into the oil pan.
Eh you just go slow and creep up on the tightness it will be fine Also take the bolts off slow the same way.
but also maybe its better to not start on the four corners and leave a bubble in the middle. but everything in the universe has a torque order but you just do it everytime by feel.
Just tighten it, any real mechanic doesn't need a torque wrench. If you've been tearing and rebuilding engines and other shit for 30 plus years, you only break out the torque wrench on the head bolts.
That snap over on the rotation is the mega valve springs. That slop in the chain will go away when it is all hot. :D Merry Christmas. Thanks for another year of badass videos. Love from New Zealand.
the clicking sound when you turned over the engine was the chain jumping teeth on the cam gears, it should only be turned clockwise
This.
Hello and greetings from central Ohio. I live close to Mid-Ohio Sports car course, and have had the pleasure of watching crews work on indy/ champ cars for many years. Thank you for sharing your content.
You are meant to preheat the oil so the block expands before your turn the engine over
Oil & water are preheated. I believe these motors have such tight specs that they won't even turn over without the pre-heating.
@@maggiefeld3910 they do turn over. But you'll fuck up all the bearings.
Yess. A long video, been waiting for some exciting content man. Got me hyped when i clicked on the video. Love learning and geting advice man.
In my opinion, those bottom end bolts worryingly torque critical, would have been better measured by position marking, loosen, then increase torque turning until they end up in same original position. Then you do not have to overcome the “stickation of the bolt head against surface. Really enjoying the vid, most interesting seeing inside and much details. Nice one
I was looking for a comment on this! Thats a good idea! I was taught breakaway torque was always higher than the applied torque on the initial tightening
Just a gorgeous mechanical work of art. Thank you for taking time to look carefully at each part and explaining the basic engineering behind the design of the motor.
Watching Rob discover rotational forces applied to the timing chain because of the spring force on the cam lobes for the first time is like watching the birth of an animal thats on the top of the food chain lol
Quick tip: with gas shielded solid core mig welding, run your weld in small overlapping circles in the direction of the weld. Flux core wire likes to be drug or pushed with slight back and forth motion.
Hey Rob. Love your builds as always man, this video was super enjoyable. I noticed around the 33 minute mark, you had to modify a wrench to fit into that gap. Years ago, I bought a Snap-On wrench set (part number OXIM707SBK), it is used extremely rarely in my world of automotive, but when I need it, they work fantastic. I figured I'd spread the word for you. They are literally no bigger than my pinky but are great for extreme tolerance situations.
"ignition wrenches"
In regards to that front plate mount/pick point; We put a little paint on the head of the screws, take a piece of cardboard, press against and you have a perfectly marked drill points. Saves a lot of time/guess work - fabricator
I think oil pressure tensions the chains and is he turning the engine the correct way?
Looked like he was turning it the wrong way.
I would expect any oil pressure tensioner to be somewhere near the chain guides but couldn't see any so perhaps it hasn't go them, but I think it would given the rpm the engine is capable of. Any slap in the chain is going to make a hell of a noise otherwise. And potential break point. And Cosworth knew a fair bit about race engines, designing and building them for formula one in the Sixties if I remember correctly.
What you picked up ; small tubing lenght are Dowel pins, they serve to precisely locates parts among them, and avoid fretting. . .
😬you're rotating the engine the wrong way causing less chain tension and the cam is skipping teeth, the engine will need to be retimed now, chains already looked kinda loose though time for a new set
This is honestly some of the best content anyone is doing in regards to youtube car channels. I love this
Thank you for giving us the best Christmas present ever, Rob. This is what we call car porn, and it was the best ever. Thank you for bringing us the best content on TH-cam. I can’t wait to see what the new year will bring. Whatever it is, we will be here for all of it. I hope you, your family, and your team have the best holiday. Stay safe, and we’ll see you on the next episode.
Came here to say this, but figured I should search the first couple pages of comments first. Yup, you beat me to it sir (no pun intended). The whole video is just gorgeous, but starting around 1:02:23, things got downright pornographic. In fact, Rob should add a track of 70's porn music over the top of that part. I don't think any other music could fit quite as well.
@@cpowellrun Cue 70s porn music. 🎼🎼
I’ve been watching you for years Rob, from the sidelines at least, like when you were first figuring out how to build a 4 rotor, all the heartache of the parts, the BS of hunting them down, people screwing you over. Fascinating journey and this is a really interesting video, congrats on following your dreams
Rob, I could be completely wrong as I have never worked on an Indy car engine, or even seen one in person, but on most if not all piston motors, v8’s and v6’s, their is normally an even and odd bank or side of the motor. I just want to put that out their as it would change your firing order that you have determined for the motor.
Cosworth numbers the motor the way I listed. It’s on all of the pistons and cylinder sleeves. But yeah if it was numbered differently it would relatively throw off the firing order numbers too.
Depends on the company, a small block chevy’s cylinders are 1,3,5,7 on one bank and 2,4,6,8 on the other meanwhile Ford would do 1,2,3,4 and 5,6,7,8
My idea of correct cylinder numbering is the front to back order of the big ends on the crank.
Ford have always had weird ideas for cylinder numbering. Going back to prehistoric times, the flathead V-8 had the 1,2,3,4 on the right bank but No.1 was actually the second piston and rod on the crank - not that I'm trying to compare this masterpiece with a flathead - haha
@@loganamurray64 oddly enough with ford diesel engines with the exception of the 6.7 the powerstroke cylinder numbers are 1,3,5,7 passenger side and 2,4,6,8 drivers side. go figure that for their first in house diesel engine with the 6.7 that theyd change it back to their gas engine numbering lol
The technology and thought that goes into creating one of these engines show that man can do anything. Mind blowing to watch. Them boys at COSWORTH are geniuses. Incredible.
I can't imagine what this is doing for the 4 rotor build
Or 6 rotor....
Or 8 rotor....
I love that you mess around while tearing apart something as advanced as this.
Given the fact that Cosworth is British, I bet a lot of banter occured while putting it together back in the day.
"It isn't a structural piece, it's just going to hold up the car" --Rob Dahm
I SWEAR IM BECOMING A MASTER MECHANIC WATCHING ROB
Aren't you supposed to raise the temp of the motor before turning it over? I know the pistons are an interference fit until the engine is warm.
First time watching this TH-cam channel (TH-cam recommended) like a lot, it's how I learned mechanics etc, parents always said give me a toy/present/electronic device, first thing I would do is take it apart to see how it works 😃. Stripped many engines/gearboxes/anything really, learning along the way (nothing compared to this) and now run a small repair workshop still learning along the way 😀. Good job proving you don't have to know everything before commencing any works required 👍
This is very close to the Cosworth HB V8 2.65lt (1/3?) from the late '80s to mid '90s, which I worked on, It's basically the same engine that Michael Schumacher won the F1 world championship in 95, it's the Ford Cosworth design 90* XB or XD I don't think it's an XF?
In 1994 Schumi won with a 3.5 L Cosworth EC v8. In 1995 it was a Renault v10.
Late 80s and 90s cosworth racing parts and engines were legendary! That cosworth escort was phenomenal
There has to be some modern valve springs available or even a company 20+ years later that has a solution spring wise. Surely technology has advanced enough to allow a solution that provides considerably longer service intervals at a decent price point. Retro fit some sportbike valve springs in it lol
Great stuff! speak to Ricardo Eng in UK....
It isn’t often I sit through a TH-cam video this long but goddamn if this wasn’t an absolute pleasure to watch start to finish. Fascinating and so impressive seeing what this thing is all about. Just goes to show just how many levels above racing engines are compared to street cars. Like a Swiss automatic watch compared to a Casio. Spectacular series.
"It's long enough" that is what she said 🤣
Rob, go look for something called "fixed fastener formula" and "floating fastener formula" It is a bit of GD&T that will help you with tolerancing multiple holes in things that always need to fit. You won't need to follow the formula exactly every time. I do think that seeing it and getting an idea of how it works will help you know where you can make a hole bigger/smaller to fit your needs.
Been waiting for this one!! So cool
God I loved these cars! These inspired me to get my Mechanical Eng. degree and join my schools FSAE team.
That’s a real masterpiece!!
Sooooo you’ve never done an engine before and you start with an Indy car????? That’s big balls lol I love it!! 👍👍👍
It should go 1,5 7,3 2,6 8,4 to balance the vibration better. Engines almost never fire pistons directly next to the last one to fire on the crank unless it's the center 4 if it went 1,5 2,4 the front of the crank would be under more stress than the 3,7 4,8 side. But I might be wrong with it being a flat plane crank. Still think it should go 1,3,2,4
I did a bit of research into flat plane firing orders. They don’t alternate between the front and back of the motor like a cross plane motor does. That usually fire cylinders on the same crank journal in succession. So for example. Ferrari fires the cylinders on the first crank journal, then the cylinders on the 3rd journal, then the cylinders on the 2nd journal, and last the cylinders on the 4th journal. They do this because most flat plane crank motors are just 2 four cylinder motors joined together and thus follow the same firing order as a 4 cylinder engine does.
@@vexed_con so my first guess could be close
@@michaelmain1990 yup, your first guess is what I would assume to be the firing order too, but it could also potentially be 1-4-3-8-7-6-5-2 which is the firing order gm uses on their lt6 c8 zo6 motor
@Vexed Con I wouldn't be surprised that Chevy used the same firing order that an indy car uses. They pulled all the stops on that car and have some of the best engineers in the game.
The cam chain guides are always in tension and the tensioner rollers are on the slack side. That tells you the rotation
I read on Bill's website that they used timing chains to reduce some of the torsional vibration from getting to the valves. Everyday the idea is reaffirmed that there is no one solution in engine building - you see a lot of "chains are king" "gears are king" type of statements out there in terms of valvetrain systems. Thank you for this tear down for inquisitive minds!