Unbelieveable

http://video.google.com/videoplay?docid=-236345357158387520&q=arrows+engine

It's running a little warm I think. Pretty cool.

Arrows have been gone for quite some time; so this is a fairly old video; so the latest gen motors must run even hotter; they can hit 20,000rpm now

this is so incredibly cool... random infor about F1- 19,000 rpm's is an amazing number for the v8's this year, if this was from last year, 20-21k rpm's was the range for the v10's. 900hp from a naturally aspirated engine displacing 3 liters

-- i want to see nascar do that ha!

actually I watched the incar from the last race; the rev counters on most hit 19500 quite a bit
Cosworth are quoting 20,000 already from their V8

Anyone got a set of plans; I'd love to make a 1/4scale; wow; with my machines it would not be too tough; still I'd limit my rpm's to say 10,000 LOL

any idea how to build the pneumatic valve train?? i understand everything else...

too bad so many blew up in last race...

any idea how to build the pneumatic valve train?? i understand everything else...

too bad so many blew up in last race...

I think they still use camshafts; the valve are closed by air pressure; the spring bounce was always the limiting factor in engin design;course they could open them with pressure too; it's all secret of course; I have seen a few pics of the outside of an engine; but never the inside; a cut away would be great to see

I think I'll try to design a V10 in CAD; I was bored once and did a small V6; but never finished it to a point where i could have built it; I did have overhead cams; 4 valves per cyl etc in the CAD file; but i re-formated and it's gonedee
If I used a 50mm stroke and 68-70mm bore it would be close to the current style of short stoke engines used; I remember Honda experimenting with oval pistons to get 6 valves in there!! but it created more problems than it solved

Stevie, did you ever go watch F1 in Detroit back in the 80's? I used to go every year until they left. Those were the days. 1500HP from those 1.5L turbos!!

I must be a Sadist, I was really hoping for that engine to kick a leg out of bed.
That would have made a few people scatter!!

Cheers all. M

Hi Jerry

Nope I was living in Calgary then; but watching Eddie Cheaver getting wheel spin under the overpass in 6th gear was spine-chilling

Cut and paste from Formula1.com tech info


The engine and transmission of a modern Formula One car are some of the most highly stressed pieces of machinery on the planet, and the competition to have the most power on the grid is still intense. Traditionally, the development of racing engines has always held to the dictum of the great automotive engineer Ferdinand Porsche that the perfect race car crosses the finish line in first place and then falls to pieces. Although this is no longer strictly true - regulations now require engines to last more than one race weekend - designing modern Formula One engines remains a balancing act between the power that can be extracted and the need for just enough durability.

Engine power outputs in Formula One racing are also a fascinating insight into how far the sport has moved on. In the 1950s Formula One cars were managing specific power outputs of around 100 bhp / litre (about what a modern 'performance' road car can manage now). That figure rose steadily until the arrival of the 'turbo age' of 1.5 litre turbo engines, some of which were producing anything up to 750 bhp / litre. Then, once the sport returned to normal aspiration in 1989 that figure fell back, before steadily rising again. The 'power battle' of the last few years saw outputs creep back towards the 1000 bhp barrier, some teams producing more than 300 bhp / litre in 2005, the final year of 3 litre V10 engines. From 2006, the regulations require the use of 2.4 litre V8 engines, with power outputs likely to fall around 20 percent.

Revving to over 19,000 RPM a modern Formula One engine will consume a phenomenal 650 litres of air every second, with race fuel consumption typically around the 75 l/100 km (4 mpg) mark. Revving at such massive speeds equates to an accelerative force on the pistons of nearly 9000 times gravity. Unsurprisingly, engine failure remains one of the most common causes of retirement in races.

Modern Formula One engines owe little except their fundamental design of cylinders, pistons and valves to road-car engines. The engine is a stressed component within the car, bolting to the carbonfibre 'tub' and having the transmission and rear suspension bolted to it in turn. Therefore it has to be enormously strong. A conflicting demand is that it should be light, compact and with its mass in as low a position as possible, to help reduce the car's centre of gravity and to enable the height of rear bodywork to be minimised.

The gearboxes of modern Formula One cars are now highly automated with drivers selecting gears via paddles fitted behind the steering wheel. The 'sequential' gearboxes used are very similar in principle to those of motorbikes, allowing gearchanges to be made far faster than with the traditional ‘H’ gate selector, with the gearbox selectors operated electrically. Despite such high levels of technology, fully automatic transmission systems, and gearbox-related wizardry such as launch control, are illegal - a measure designed to keep costs down and place more emphasis on driver skill.

Transmissions bolt directly to the back of the engine and incorporate a torque-biasing differential that works in conjunction with the electronic traction control systems to ensure the maximum amount of power is applied to the road. After several years of six-speed gearboxes, most of the grid are now running seven-speed units.

http://www.formula1.com/insight/technicalinfo/11/468.html
all aspects of F1 can be viewed here

What about the hero in there who was too cool to put his fingers in his ears.

I must be a Sadist, I was really hoping for that engine to kick a leg out of bed. Yeh and you go to the races to see the crashes, and football to see the fights......( Like me)

My industrial placement for college was at Cosworths more years ago than I care to remember. Watched some of the first work on Pneumatic valve systems. The problem with regular valve trains with springs and cams over is that at the speeds they're trying to run the engines at, the inertia of the valves becomes critical and if the spring cannot return the valve to its seat quickly enough the rising piston will hit it. Not good. Instead of a wire spring they use compressed gas. Cam over still, the cam follower/lash cap becomes a piston in the cylinder surrounding the valve stem. With a pressured gas in the cylinder the valve is held closed like a normal spring would do, when the cam opens the valve the gas is compressed further. When the valve is released, the gas in the cylinder acts like a spring expanding to close the valve again all with less inertia than a coiled spring would have so allowing higher rpm. Gas used to be nitrogen and used to run at 2500psi or so. No idea what they do now. Cams could be far more aggressive due to less inertia and even more complex was the cylinder volume profile could be changed so that the rate of pressure increase in the cylinder would not be a linear increase over the valve movement. Later versions also dynamically change the 'ambient' pressure at different rpm making it easier to open the valves at lower speeds so increasing available torque, then increasing the pressure as the engine increases speed where the valve timing is more critical...

clever stuff...

Andrew

This board is so awesome, all ya have to do is ask a question and some engineer will come back with the perfect anwser. the internet rocks!!

thanks for the valve info...

:cheers:

Rember horspower is alway [ TqXrpm]Divided by 5252 200ft#X20000rpm=4000000/5252=761hp uncorected for weather and temp . F1 is kind of the country club croud of tunner's { two many cam's and two many valves with out enough piston's} plus they have mega buck sponser's and owner's It's still hard to beat 0 to 300 in 4.5 second's with 8 piston's and 16 valve's !!!

ho no a drag boy

well they don't tear the motor to pieces and change just about every part after every 1mins running

Anyone got a set of plans; I'd love to make a 1/4scale; wow; with my machines it would not be too tough; still I'd limit my rpm's to say 10,000 LOL

Not a formula engine but....

http://www.nvbackflow.com/engines/

Eric

Thanks Eric

His starter is the same motor as my highspeed spindle drive
Is that a cast alum crank?

Steve

Thanks Eric


Is that a cast alum crank?

Steve

That is what I was wondering. Can't be...

This is as close to a formula 1 engine as I have built so far....

www.ody.ca/~envanandel/engine019.avi

has anyone noticed the response of that engine towards the end of the film when they start to rev it? from zero to 19krpm in no time whatsoever, like a binary engine, instant 0 to full throttle and then back to 0. now THAT is something to aim for.

now if they could make it a diesel....

There was a guy at our model engineering club who built a 1/4 scale version of the Porsche flat 12 cyl engine from the 917. I haven't heard it run but apparently it screams at about 12,000 to 15,000 rpm. I have seen it in person and it is immaculate. Unfortunately he has passed on, but the engine is so good Porsche want to buy it from his son.

While not exactly F1, this will be a project I am looking to build someday. I am just going to let the castings season for a while while I get all my other projects done!

http://dynamotive.netfirms.com/merlin/

I have a nice weekend coming :)
LINK (http://www.gpstpete.com/)

Pretty cool to stand there and have a car go by with the rods in the engine doing a Gabilion feet per second.

Rember horspower is alway [ TqXrpm]Divided by 5252 200ft#X20000rpm=4000000/5252=761hp uncorected for weather and temp . F1 is kind of the country club croud of tunner's { two many cam's and two many valves with out enough piston's} plus they have mega buck sponser's and owner's It's still hard to beat 0 to 300 in 4.5 second's with 8 piston's and 16 valve's !!!

true but its hard to go from 300kmh to 60 to make a hair pin turn in as short of distance as well. that and if you ran the thing in a tube you would run it upside down. btw whats the displacement of those 4.5sec qt milers?

I have started a CAD drawing of what I'd like to cnc cut
35mm stoke 42.5mm bore 1.75 connecting rod ratio
I can fit all 10 cylinders into a 90dgr block thats still under 12" long
Big enough still; works out to a 500cc motor; I don't want to got too small; or the valves get very tiny; any idea where i can get some 5/8 and 3/4 diamter Tit/m for the valves; wont need a full lenght thats for sure

That was an awsome video. I was waiting for them to start the motor thinking someone was runing some sort of power tool! Thenthe exhaust started glowing and I knew it was the F1!

Man I was expecting a pool of molten metal to start dripping out of the exhaust area at any minute!

I need that kind of throttle response on my heimi!

those headers must be inconel

Stevie,

I think some folks just use SS for valves.

Eric

[QUOTE=Stevie]Unbelieveable

I've recorded the sound, donked around with some editing, and now I am eagerly awaiting the coyotes that ply the canyon running through my back yard. With 2000W per channel X4, when I hear the screams of the coyotes getting close, guess what. We'll see which way they run. Although, this sound at 110 db+ may render small mammals sterile as it echos through the canyons for miles. Film at 11:00.

When I see the spot lights of the deer poachers, I may try this. Humm, this may work on the squatters too.
P J

Stevie,

I think some folks just use SS for valves.

Eric


Yeah; but F1 do use Tit/m
Actually I already scaled it down in CAD
It would cost a bunch just in Alum

down to 32mm bore 27mm stoke; might have to go smaller yet