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My guy get to the point for us ADHD people. Video is 41 minutes but 30 of its not necessary 🤌

Dirty hands are a brand of honor..... Thank you working man

great video. thanks for sharing. best of luck

why not have a chain in the front and back to help eliminate torsion between the crank cam?

Top fuel Conrods look more like that f1 conrod but the size of the other one and they are aluminium!

will it even run with half the stroke gone?!

I wonder if that guy at F1technical forum is still begging for your cad? He could have drawn a japanese bike engine by now 8 years later, lazy.

Hi Brian, what are these called? How expensive are they?

Hey Brain, do you reckon you can get access to the 1994 Mercedes-Ilmor 500i Pushrod Indy engine? Just on the off chance.. 😂

Thank you! I finally understand the direction of the vectors of secondary balance (if that’s the correct terminology). Amazing video.

This is a fantastic video. Your name is familiar.... Did you have a forum thread on casting on Club GTI 10 or 15 years ago? I remember spending hours upon hours reading it.

Making a common core for the intake and the water, sounds a bit strange...?

Interesting mostly...vignette in to 60's State of the art.

Is that a big juicy wide spark, or just an illusion because of the frequency of the spark?

Very educational video. You don't see one of these heads every day.

Class bit of engineering that head, makes me wonder if people work to the best spec they can to produce the best product and computers work to a minimum spec.

Seen Toyota F1 head casting cuts with even worse wall thicknes differences. The guy just said it does not have to be pretty but it has to be within the specs. The symmetry of the DFV design will help with anisotropic shrinking. It is just a different approach to quality.

We know designs and materials move on at various rates, but there is clearly an element of history repeating. Example being the interface mating on that F1 rod with it's cap being the same basic design as with the Hillman Imp rod assy.

Thanks for the videos. 20:14 it's called selective fitting 24:43 called torque to yield 41:21 cam ground similar to ordinary pistons

The big holes on both ends of the head are for incoming cooling passages. The holes at the exhaust side are exit cooling passages. Depending on your demand for coolant extraction, turbo or non turbo, you can plan your cooling system accordingly.

I love the left right bank replication. Ford has defiantly had a history of good design interchangeability between engines.

As someone who specifically works with ignition systems (albeit vintage ones) I’d love to know more about how these plugs are driven? Is it a multi-spark driver? Timed multi spark? It’s a system that often gets ignored, until it goes wrong, but I’m dull enough to find it interesting 🤣

Um,um,um,um,um,um,um,um.yeah.

Excellent, pls. put up the math behind. The oscillations, the resonance peaks and gaps, the octaves of the „sound scale“. The rpm equals power. How to get 900 HP out of a 3,0 V10 vs. 480 HP out of a 3,0 V8. The DFV was a very good engine and still is. The DFV made F1 affordable and competitive at the same time. Until the turbos came out the DFV was the best thought-trough design with all necessary auxiliaries. It was competitive right away. Understanding rpm and power it‘s so important and I‘m glad you started with details and interdependencies. Marco Illien was the designer of the Mercedes V10 which lost to Ferrari in 2003. The lubrication and the cooling got out of whack. I’m glad you sum up what belongs together. Pls. make book recommendations and explain what to start with when designing an F1 engine. More important, what are the typical parameters for particularly competitive F1 engines. Keep doing what you are doing, that’s awesome.

What is a typical rod/stroke ratio in a F1 V8 and V10?

Was there significant changes in the DFX heads or was it just a short stroke version of the DFV? I would love to see a similar examination of a Offenhauser a it was reported to be extremely difficult to cast and with the head being integral with the cylinders it was complex. Reportedly only one foundry in Oakland California cast all the engines and that was over a period of some 34 years. Other shops tried. with the factories encouragement to produce them but none were ever produced that were usable.

“Mightn’t” not a word you hear in America every day.

I wonder if that grove on the inlet valve has an anti-reverse effect. I suspect it would have more of an anti-reverse flow, effect increasing low rpm torque.

I have read in a book that the Cosworth DFV was cast in Ford’s own Dagenham engine plant. Is this so?

Another great and very informative video but I have a couple of questions. First why would they use plastigauge to measure the rod bearing clearance. The second question is if they had such a problem radiusing the area where the rod bolt comes through? Why wouldn't they have a blind hole there for added strength and ease of manufacture? The weight can not be that much different. Thanks again for the hard work.

i was wondering why anyone would cut this up, and then you show the combustion chamber 😳 wow.

The more you show, the more I'm intrigued and mesmerized by the tech. The can is very cool.

Lots of good insight

Ok....American...I can barely understand your brough.....Irishman

Fantastic video!! I am blown away by the engineering as is anyone that wants to understand the physics. These engines are even more beautiful when looking deeper. Thank you so much. Hybrids suck. I want high rev back.

29:28 thats awesome, using your control arms as a leaf spring, less suspension you need in your car also, expensive and wasteful though

Im studying mechanical engineering, any insights on how your first few years went?

🥝✔️

ok im sold where do i buy one hahaha jk i know..... i dont

Did you irritate your neighbors with the RFI from that CDI box.

13:53 These holes in the Head could be holdover from the earliest DFV. They had oiling problems with the heads because the scavenge pumps weren't big enough to handle blow-by. If you look at photos of early DFV, Graham Hill's test at Snetterton and Jim Clark's Dutch GP car, the right valve covers have 2 boxes with hose back to these holes the head. This could been a early fix but didn't need them and easier not to fix molds.

Love the video, very educational. These are great little engines. “Let go in style” it totally did I wonder if they didn’t choose to add oil ports/journals from the center to the exhaust end so that there might be more surface area oil coverage? As you said the center of the head has a fair amount of metal which would all be a heat store.

Fascinating and insightful as ever! Thanks!! 2 queries ... Is that right about a "two piece water jacket core, glued together", Brian? It looks to me like it can be a one piece jacket with a core box split line, in the usual place. I think the tappet higher up is used to accommodate a bigger spring pack diameter given the (bore-bore constrained) tappet diameter. If the tappet was over the spring there would be no bore wall between tappets at the top. The spring won't fit in the tappet so the tappet has to move up. Assembly clearance: may not be a big deal. The spring pack and retainer *appear* to fit (just) down the tappet bore, although I'm only looking at an arty x-section drwg. I think the easier assemblability is a side-benefit.

and when is it under pressure?

Great explanation, that’s for this and all your other videos 👍