We are the champions
on the circuit of Zolder Belgium engine sound renault F1, there are more
things that men can do with a F1 engine than making noise?
Overhead Cam at 14K RPM
This video shows an operational cutaway of a BMW S1000RR — a 193HP
superbike — bumping against its 14,200RPM redline. A cam and valvetrain
at 118 cycles per second is an amazing sight (and sound)
Proper Way of Engine Break-in a Car by Ben Alameda Racing
How to break in a car engine from a guru of drag racing
Ben Alameda of Philippine American Racing Association (PARA)
Video courtesy of Toby Calderon & Ben Alameda
Car is stock Mustang. Ben
alameda is a guru of racing in USA. His works and cars has been featured in
USA car magazines and also in Discovery Channel.
How to Break In A New or Rebuilt Engine - EricTheCarGuy
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I'm sure there is more than one way to do this but this is the way that I
was taught and it seems to work as intended. The idea is to make sure the
engine is fully lubricated before you start it up for the first time as we
know all too well what happens to an engine without oil, in fact I forgot
to show me filling up the oil filter with oil before I installed it sorry.
Feel free to add your tips and tricks in the comments.
Click below and Stay Dirty
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Due to factors beyond the control of EricTheCarGuy, it cannot guarantee
against unauthorized modifications of this information, or improper use of
this information. EricTheCarGuy assumes no liability for property damage
or injury incurred as a result of any of the information contained in this
video. EricTheCarGuy recommends safe practices when working with power
tools, automotive lifts, lifting tools, jack stands, electrical equipment,
blunt instruments, chemicals, lubricants, or any other tools or equipment
seen or implied in this video. Due to factors beyond the control of
EricTheCarGuy, no information contained in this video shall create any
express or implied warranty or guarantee of any particular result. Any
injury, damage or loss that may result from improper use of these tools,
equipment, or the information contained in this video is the sole
responsibility of the user and not EricTheCarGuy.
Camshaft Break In Procedure Video - Engine Building DVD
Buy the "Basic Engine Building" DVD
Basic Engine Building DVD - Chapter 60: Camshaft Break-In
If you have a new camshaft, the break-in procedure is critical. Follow our
guidelines and you won't flatten a cam lobe and ruin the internals of your
engine. The basic formula is 20 minutes @2000 rpms and never going below
1500 rpms. Make sure not to let it idle. Changing from 1500 to 2500 rpm
every few minutes will help the cam break-in as well.
BoxWrench.net is a community and resource designed for automotive
enthusiasts. The Basic Engine Building DVD is over three hours of engine
building that covers everything from removal and disassembly to final
assembly and engine start-up. This is the ultimate DVD for any home
mechanic or engine enthusiast that wants to see a complete rebuild from
Teardown to Start-Up. This video can be used to learn how to work on almost
any type of internal combustion engine including V8, V6, Straight 8,
in-line 6 and even 4 cylinder engines. All of the interactive features and
menus will not work over YouTube.
This video is great for people interested in car repair, car care, and
restoration. As well as hot rods, muscle cars, performance parts, and Boosting horsepower. It can also help
you to gain knowledge for increasing fuel economy, how to lower your
emissions, and covers preventative maintenance to avoid little things like
Get the full DVD with all of the interactive menus, Tools section and
engine Glossary terms here...
Don't forget our Holley Installation & Tuning DVD. Sample clips on our
youtube page and at our store here...
New Transmission DVDs and a Differential Rebuilding DVD just added.
BoxWrench on Facebook:
LOUDEST ENGINE EVER!!!! BORLA!!!
awesome corvette revs to the redline. one of the loudest engines i've ever
please rate and comment!!
Formula 1 Turbo Engines - The Golden Era [Full Documentary]
Formula One currently uses 1.6 litre four-stroke turbocharged 90 degree V6 reciprocating engines.
The power a Formula One engine produces is generated by operating at a very
high rotational speed, up to 15,000 revolutions per minute (RPM). This
contrasts with road car engines of a similar size which typically operate
at less than 6,000 rpm. The basic configuration of a naturally aspirated
Formula One engine had not been greatly modified since the 1967 Cosworth
DFV and the mean effective pressure had stayed at around 14 bar MEP.
Until the mid-1980s Formula One engines were limited to around 12,000 rpm
due to the traditional metal valve springs used to close the valves. The
speed required to operate the engine valves at a higher RPM called for ever
stiffer springs, which increased the power loss to drive the camshaft and
the valves to the point where the loss nearly offset the power gain through
the increase in rpm. They were replaced by pneumatic valve springs
introduced by Renault, which inherently have a rising rate (progressive
rate) that allowed them to have extremely high spring rate at larger valve
strokes without much increasing the driving power requirements at smaller
strokes, thus lowering the overall power loss. Since the 1990s, all Formula
One engine manufacturers used pneumatic valve springs with the pressurised
air allowing engines to reach speeds of nearly 20,000 rpm.
In addition to the use of pneumatic valve springs a Formula One engine's
high RPM output has been made possible due to advances in metallurgy and
design allowing lighter pistons and connecting rods to withstand the
accelerations necessary to attain such high speeds, also by narrowing the
connecting rod ends allowing for narrower main bearings. This allows for
higher RPM with less bearing-damaging heat build-up. For each stroke, the
piston goes from a null speed, to almost two times the mean speed,
(approximately 40 m/s) then back to zero. This will occur four times for
each of the four strokes in the cycle. Maximum piston acceleration occurs
at top dead center and is in the region of 95,000 m/s2, about 10,000 times
standard gravity or 10,000 g.
In 1966, with sports cars capable of outrunning Formula 1 cars thanks to
much larger and more powerful engines, the FIA increased engine capacity to
3.0 L atmospheric and 1.5 L compressed engines. Although a few
manufacturers had been clamouring for bigger engines, the transition wasn't
smooth and 1966 was a transitional year, with 2.0 L versions of the BRM and
Coventry-Climax V8 engines being used by several entrants. The appearance
of the standard-produced Cosworth DFV in 1967 made it possible for small
manufacturers to join the series with a chassis designed in-house.
Compression devices were allowed for the first time since 1960, but it
wasn't until 1977 until a company actually had the finance and interest of
building one, when Renault debuted their new Gordini V6 turbo at the British Grand Prix at Silverstone
that year. It was in 1980 that Renault proved that turbocharging was the way to go in order to stay
competitive in Formula One (particularly at high-altitude circuits like
Kyalami in South Africa and Interlagos in Brazil) ; this engine had a
considerable power advantage against the Ford-Cosworth DFV, Ferrari and
Alfa Romeo naturally aspirated engines. Following this, Ferrari introduced
their all-new turbocharged engine in
1981. Following these developments, Brabham owner Bernie Ecclestone managed
to get BMW to make the team turbocharged
inline-4 engines from 1982 onwards. And in 1983, Alfa Romeo made a turbocharged V8 engine, and in the same year and
following years, Honda, Porsche (badged as TAG), Ford-Cosworth and other
smaller companies made turbo-charged
engines, mostly twin-turbocharged V6's.
By the midpoint of 1985, every competing team had a turbocharged engine in their car. And by 1986, the
power figures were becoming quite crazy- all of the engines had
unrestricted turboBoost in qualifying, where they were
developing 1,350+ hp at 5.5 bar Boost (80 psi). These engines and gearboxes
would only last about 2-3 laps, and for the race, the turbocharger's Boost was restricted to ensure engine
reliability; but the engines still produced 950-1000 hp during the race.
Following their experiences at Indianapolis, in 1971 Lotus made a few
unsuccessful experiments with a Pratt & Whitney turbine fitted to chassis
which had also 4WD. The power range was between 390 hp (290 kW) to 500 hp
(370 kW), turbos 500 hp (370 kW) to 900
hp (670 kW) in race, in qualifying up to 1,300 hp (970 kW).
Ferrari Formula 1 - Loud Start-up!
The music, the power and the vibe of an Italian supermonster! Look at these
Italian guys trying to start up this F1 car, and turn up that volume when
it finally starts. Enjoy the music transmitted by this beast/beauty.
Dont forget to look on my channel for more videos! I would appreciate your
comments and thumbs up! :D