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**The Cream of the Crop: The Most Technologically Advanced F1 Engines**

Formula One engines are the crème de la crème of engines. F1 engineers have pushed the limits of technology to advance the internal combustion engine, and we, as mere mortals, get to benefit from it. If it weren't for F1, we might not have turbos in our daily drivers. That's right, poor little spinney boy would just fade away.

**The Impact of F1 Technology on Everyday Cars**

Oh, it's painful; oh, this hurts. This hurts. So, I got to thinking, what are some of the most technologically advanced F1 engines throughout the sport's 75-year history? Well, today we're going to highlight some of the most dominant engines in Formula One and dive into the clever bits of engineering that made them so good.

**The Most Dominant Engines in F1 History**

A big thanks to car insurance comparison site for their support. Let's go! (upbeat music) (fingers snap) I like snapping my fingers. Today, we're going to explore some of the most impressive engines in Formula One history. Stay tuned!

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WEBVTTKind: captionsLanguage: en- Formula One engines are thecreme de la creme of engines.F1 engineers have pushedthe limits of technologyto advance the internal combustion engineand us normies, we get to benefit from it.If it weren't for F1,we might not have turbosin our daily drivers.That's right, poor littlespinney boy, he'd just fade away.- Oh, it's painful, oh this hurts.This hurts.- So, I got to thinking,what are some of the mosttechnologically advancedF1 engines throughout thesport's 75 year history?Well, today we're going to highlightsome of the most dominantengines in Formula Oneand dive into the cleverbits of engineeringthat made them so good.(upbeat music)(fingers snap)I like snapping my fingers.Let's go.(upbeat music)A big thanks to car insurancecomparison site, "The Zebra",for sponsoring today's video.There are a couple of things Iconsider myself an expert at,pedagogics, motorcyclesand teaching peoplehow to burn through some money.Trust me, I'm an expert.Problem is I burn througha lot of money on insurancewith all my vehicles.That's why I turned to theexperts at "The Zebra",to compare my insurance needs.They're the nation'sleading comparison site,fueled by an industryleading research reportwith accessible and easy tounderstand consumer resources.All they want for you is toget the best insurance policyfor you in a faster, simplerand easier to understand way.And even better, they haveno stake in the policyyou choose, so you know you can trust 'em.Oh, and they also wanna make sureyou don't burn through money like this(dramatic music)(fire blazing)Burning through money is no joke.Stop wasting your hard earnedcash on insurance policiesthat aren't right for.Go to thezebra.com/bumper tocompare insurance policiesand save an average of $440 a year.(upbeat music)I never said I was an expertat putting out fires, Nolan!(siren wailing)(extinguisher frothing)Heck yeah, dude.That was a good job, dude.(Jeremiah laughs)In 1966, the FIA changed the rules upand allowed F1 teams to use engineswith double the displacementfrom the previous year.This opened up the doors forconstructors to experimentwith unique engine layoutswith more complicated internal workings.There were H16s, V12 and evensupercharged inline-fours,but the layout thatset the bar for successfor the next 15 years went to the V8.The Ford Cosworth DFV.DFV stands for double four valveand it first showed up in the Lotus 49all the way back in 1967at the Dutch Grand Prix.Two cars on the grid werekitted with this engine,one setting pole and theother one winning the race,during it's first time out.It's designer, KeithDuckworth of Cosworth,took only five months tocomplete the design stagesand less than a year toget it put into a carfor its first race.The engine wasn't perfect out of the box,but by the time it was fully developed,it contained some key innovationsthat allowed it to be so dominant.First was an innovation in the oil flow,pumps feeding oil tothe bearings and the DFVwere rated at 6.5 gallons a minute.An old school rule of thumbwas to use scavenge pumpstwice the capacity of thepump delivering their oilbut due to a poorlydesigned crankcase breather,oil was accumulating in the heads.So Mr. Duckworth designeda new scavenging systemthat used a lobe style pump,much like a superchargerthat could remove 55 gallons a minute.It was so good that it creatednegative pressure internally,sucking oil through the passagesthat lubricated the internals,solving his oil accumulation problem.Second, was an innovationin the timing gears.In the DFV's firstouting, the Lotus on polewas unable to finish therace because the teethon his timing gears broke off,the other Lotus that won alsohad a single tooth broken offbut luckily was still ableto limp through and win.The reason the teeth on thetiming gear were failingwas due to crank torsional vibrationsthat resonated that timinggear at certain RPMs.The engine would produce veryshort hits of peak torque,called stab torque, thatwould cause vibrationand resonance issues.Over the course of a race,these vibrations wouldfatigue the metal gear.So, to the drawingboard, Mr. Duckworth wentand what he came up withwas the timing gear damper,also called the quilhub.The timing gear dampertakes the vibrationscaused by those hits oftorque and smooths them outwithin the gear train.Duckworth used 12 tiny quill shaftsthat would rotate up to 1.5 degrees,transferring rotationalmovement from the center hubto the outer ring gear,dampening the spike in torque,so there wasn't a resonance problem.The design was so good,they still use it todayin current gen F1 engines.Between 1968 and 1982, carswith the Ford Cosworth enginehad 131 pole positions, 155wins, 12 driver's championshipsand 10 constructor world titles.It's the only engine tohave a hundred percent winpercentage throughout aseason and it did it twice.Because the DFV was so reliablethat by 1973 the onlyother engines on the trackcame from Ferrari, BRM and Techno.Lotus, Tyrrell McLaren,Brabham, Williams, Hesketh,Mark, Shadow, all use the DFVbut just like college relationship,the double four valve'sdominance couldn't last forever,thanks in part to the spinney boy.- Oh, I'm coming back.Oh, it feels great, I'm so important.- (laughs) The DFV's reign came to an end,thanks in part to the turbocharger.The eighties were the turbo takeover.Basically everyone was using a turbobut it was BMW that pushed the spinney boyto new Heights.The M12/13 turbo is themost powerful engineto ever come out of F1and it's an inline-four.Heck, it's the most powerfulBMW engine ever made,making 1,350 horsepowerout of the four-banger.Instead of casting newblocks for the M12/13,BMW used old onesthat had more than 100,000kilometers on them.It did this because they thoughtthat if there were anyweak points in the block,it would have failedby 100,000 kilometers.These old M10 engine blocks from 1961originally only made 80 break horsesbut BMW's thought processwas, well if this blockmade it 100,000 kilometerson 80 horsepower,it can make it two laps around the trackwith 1,350 horsepower.I say two laps because that'sall the Ben and 10 BMW needed.The rules for qualifying during this timewere a bit different.So, teams would usetheir qualifying engines,qualifying gearbox andeven qualifying tiresthat would only last a few lapsbefore the engine would seize,the gearbox would get destroyedor the tires would blow apart.BMW's inline-four used asingle Triple K Turbochargerthat was almost the sizeof the engine itselfand during qualifying, theyran it with 5.5 bar of boost.That's 80 PSI.That's 80 pounds more boostthan low car made (laughs).To get that 80 pounds of boost,they sealed off the wastegate,a device use to regulatethe amount of exhaust gasthat can spin the impeller.A vacuum line runs from thecompressor side of the turboto the waste gate to sense boost pressure,as your boost builds up,the pressure in that linealso builds and opens up a valveinside the exhaust housing,that lets some of the exhaust bypass,limiting the speed of whichthe turbine wheel can spin.It creates a leak to slow your turbo.So, by sealing off the wastegate,you can get the turbo to spin fasterthan it was engineered to spin,producing more boosts in the process.It's gonna fail with that much boostbut you just need it not tofail for one or two laps.Now, I don't know how true this part isbut it was so weird that Iat least had to mention it.Not only were the blocks pulled from carsthat had 100,000 plus kilometers on it,they were hardened with urine.(audience gasps)Case hardening is a processwhere you harden the surfaceof a metal while keepingthe internal metal moleculesmore soft and ductile.You form a thin hard metalsurface, like a Cadbury eggor like an actual egg.This hardening processhas been around forever,blade smiths do this.You take your steelsword and while it's hotyou quench it in a liquidto rapidly cool the surface.If your metal has a layer of carbon on it,those carbon atoms diffuseinto the surface of your part,making a thin layer of high carbon steel,which is hardened during the rapid quench.Apparently the BMW M10blocks would be left outsidethe weather as well as havethe engineers pee on them.The nitrogen in urinehas a nitriding effectthat forms hard crystals onthe surface of the metal,a type of hardening.The main advantage of the inline-four M12over its competitorsat Renault and Ferrari,who were using a V6design was its simplicity.It had one less turbo, two less cylinders,eight less valves.This let the BMW enginehave lower frictional lossesand therefore produce less heat.But even though it had less moving parts,towards the end of its runwhen it pushed into the1,000 plus horsepower range,the engine's reliability suffered.Even when not on full boost,engine and turbo failureswere a common occurrence.But hey, you don't boost for longevity,you boost to live in the moment.(cameraman imitates engine sound)(Jeremiah imitates engine sounds)We couldn't talk F1 and nottalk about a Ferrari enginebut it's not Ferrari's iconic12-cylinder configurationthat's worth talking Turkey,it's there three-liter V10that gave them so much success.From 1999 to 2004, Ferrari's V10 designhelped secure six straight yearsof constructors championshipusing the Tipo 050 and Tipo 051.Now, tipo in Italian meanstype but it also means guy.And I like to think Ferrariwanted to call their engine,"The Guy 050", just call me crazy.I like thinking about guys (laughs).That was not exactly whatI wanted to improvisebut it's something.The Ferrari Tipo 051used a 90 degree V angle,cast aluminum block thatwas a load bearing memberof the Chassis.The Italian made V10 pumped out 900 poniesat a crazy 19,000 RPM.During the race, Ferrariturned the beast downto output only 865horsepower at 18,600 RPMbut this reduction in powerled to a more reliable enginethat won 15 out of 17 races in 2002with ten second place finishes.This engine powered one of the fastestand most successful F1 cars of all time.If you wanna know more aboutwhy that's so impressive,click the link right here,we talked about why it's hardfor engines to get up to 20,000 RPM.The Tipo 051 used shorter headsthat were optimized toincrease fluid flow efficiencyin the 20 intake ports.This unique head design was in partdue to the unique crankcase design.To lower the engine's center of gravity,they redesigned the caseso they could place thecrank as low as possiblein the block.The crank shaft, as well as the gearswere designed to reduce asmuch rotating mass as possibleto cut down on friction.The weight of the enginewas only 95 kilograms,about 210 pounds.That's like, Nolan, whenhe's eating healthy.Love you Nolan.It also used a high exiting exhaust systemthat moved the exhaust flow backwardsover the rear diffuser.Crop dusting their owndiffuser to go faster,now that is commitment.Now, this next bit isn't engine techbut it's so cool that Ihave to talk about it.BMW was still makingmonster engines at the timeand were the most powerful in the field,so Ferrari, in the off season,worked out their secret,gaining 50 to 60 horsepoweron their competition.Ferrari knew how todetermine how much horsepowerother teams were making, sothey knew how they stacked up.They set up recording equipment at the endof a straightaway to measure the speedof a competitor's car,using a technique calledsonic measurement,the pitch of the car's could be picked upand then used to calculatethe RPM at a given speed.If you can estimate thedrag coefficient of the car,you can calculate the engine's horsepower.I think we may have anotherB2B episode in our future.(beeps)Mercedes.Yes, it's a hybrid.Yes, it's a V6 turbo.Yes, a lot of people hate on itbecause it's the physical representationof the death of a non-electrified era.But the PU106 A, put in motion the successwe currently see today for Mercedes.At the end of the 2013 F1 season,teams move from 2.4 liternaturally aspirated V8sto 1.6 liter V6 single turbosand so began the reign of King Benz.Not only was displacement reduced,there was a limit on how muchfuel the engines could use.Teams had been using 150kilograms of fuel each raceand now they could onlyuse a hundred kilograms.So, how did Mercedes go about solvinghaving to use a third less fuel?They used pre-chamber combustion.To understand how itworks, we gotta go backto the four engine cycles, SSBB,suck, squeeze, bang, blow.It's an important acronym.So important that I had Joe make a songso you'll never forget it.(beeps)♪ Suck, squeeze, bang, blow ♪♪ Suck, squeeze, bang, blow ♪♪ Suck, squeeze, bang blow ♪♪ Gas it up and off you go ♪♪ Suck, squeeze, bang, blow ♪♪ Suck, squeeze, bang, blow ♪♪ Suck, squeeze, bang, blow ♪♪ Gas it up and off you go ♪♪ Suck, squeeze, bang, blow ♪♪ Suck, squeeze, bang, blow ♪♪ Suck, squeeze, bang, blow ♪♪ Gas it up and off you go ♪♪ Suck, squeeze, bang, blow ♪♪ Suck, squeeze, bang, blow ♪♪ Suck, squeeze, bang, blow ♪♪ Gas it up and off you go ♪The pre-combustion chamber comes into playduring the squeeze andbang portion of our cycle.During the suck stroke,anywhere from 95 to 97%of the air fuel mixtureis directly injectedinto the cylinders but thatremaining percentage of fuelis used in a small separate chamberinside the cylinder head, the pre-chamber,inside that pre-chamber youhave your normal spark plugthat ignites that smallamount of air fuel mixture,creating a flame.There are holes in thebottom of the pre-chamber,like jets in a carburetor,that this ignited mixture flowsthrough that enter into themain combustion chamber,the cylinder, that flame then ignitesthe main air fuel mixtureand we got our power stroke.In other words, you're using a mini flameto produce a bigger flame.Instead of using a smallspark plug like thisto ignite your air fuel mixture,you use a flame like thisand depending on thesize and number of jetsin your pre-chamber, you canalter how you ignite the fuelin the cylinder.In traditional cars with a spark plug,the ignition point happens inthe center of the cylinder,with these pre-chamber jets,the ignition happens fromthe outside, inwards.So, what does this haveto do with efficiency?To achieve better fuel efficiency,it's necessary that there'sa gradual development of heatand expansion of gases,rather than a single sparkthat creates a rapid form of heatby gradually increasing your flameand positioning thatflame at the right spot,you burn the entire mixtureinside the cylinder.You get more power, needing less fuelwhile creating lesspollutants in unburned fuel.Pre-chamber technology hasbeen around for a long time.There are diesel engines that use themall the way back in the thirties.The novel thing that Mercedes didwas develop a way to tunethe engines for efficiencyor more power using a single injector.For instance, say youwanna create more powerfor a qualifying run.Well, you want to have yourinjectors dump more fuelto the main cylinder, butnow you're Lewis Hamiltonand you got a nice, healthylead, 'cause all you do is win.Well, you wanna conserve fuel,so you can actively change the injectorto squirt a more lean mixture,saving fuel in the process.They created a way to have asingle injector act as two,where you can actively change the injectorto squirt a more leanmixture into the main chamberwhile maintaining the same amount of fuelinto the pre-chamber.That had never been done beforeand it left Ferrariand all the other teamsscrambling to figure outhow Mercedes was doing it.And apparently, even ifthey did figure it outit hasn't worked 'cause they(beeps) won all the time.That's just one of the fewthings that Mercedes didto kick everyone's buttfor the last seven seasons.If you wanna know more, youshould watch this episodeon why Mercedes built themost unbeatable F1 car.Now, before everyoneloses their God damn mind,I know there are a lot more engineswe could have included here on this list.I wanna do a second episode.Look at engines built byHonda, Renault, Williams.So, if you wanna see any ofthe tech behind those engines,drop a comment down below,I pin through the comments,I'm here in the first hour.So, if you wanna say somethingpersonal, get at me, bro.So, if you wanna see thoseor the tech behind any other F1 engine,drop a comment below.Follow us on Instagramhere at Donut @donutmedia.Follow me @JeremiahBurton.Until next week, bye for now.