I love Destin, and I love seeing the things he comes up with, and the joy in learning he displays whenever he talks to someone who knows more about a topic than he does, or who has built something...
I love Destin, and I love seeing the things he comes up with, and the joy in learning he displays whenever he talks to someone who knows more about a topic than he does, or who has built something cool. He's like that in non-video interactions as well; at one point we were both slightly active in the same invite only online community, and he is genuinely kind, thoughtful, and enthusiastic when learning or interacting about anything. He gives freely of his knowledge and accepts gratefully of yours.
The next version of this should be Steve Mould doing a 2D version.
Allergic-to-fun statement incoming. Petroleum is actually formed mostly by dead zooplankton, phytoplankton, algae, and bacteria... not dead dinosaurs. Decaying underwater microscopic organism...
Allergic-to-fun statement incoming. Petroleum is actually formed mostly by dead zooplankton, phytoplankton, algae, and bacteria... not dead dinosaurs. Decaying underwater microscopic organism juice doesn't have quite the same ring to it though. :P
@AugustusFerdinand is probably the better person to ask that of, and discuss that with. He's our resident mechanic! Whereas I know next to nothing about cars or how they work... other than what...
@AugustusFerdinand is probably the better person to ask that of, and discuss that with. He's our resident mechanic! Whereas I know next to nothing about cars or how they work... other than what I've seen on Smarter Every Day and various other YouTube videos. :P
I think I'm given too much credit, I've just turned a few wrenches from time to time over several decades from racecars to my own projects. Watching the video now, will return to comments shortly...
Exemplary
I think I'm given too much credit, I've just turned a few wrenches from time to time over several decades from racecars to my own projects.
Watching the video now, will return to comments shortly (typing as I go)...
Oh hey, it's Brian! I know of him through forums and the like from the Cutlass. It's bad ass, as is he.
14 minutes in, Dustin is on the right track, used a couple of slightly incorrect terms/orders of operation, but internal combustionexplosion engines @babypuncher aren't his forte and I'm not a pedant when someone trying to learn (just hampers the process). I am unsurprised that Brian mostly handbuilt the engine and doubly unsurprised that he uses a Smithy as all I've seen of his work says he's extremely practical.
An introduction to the Smithy for the uninitiated
While "Smithy" is a company, the machine they are known for, a lathe/mill or 3-in-1 lathe/mill/drill combo, is largely known as a smithy much like you've probably referred to searching something as googling it, a bandage as a band-aid, a copy as a xerox, etc.
Combo machines (be they lathe/mill or 3-in-1, henceforth just called a smithy) are one of those things that don't get a ton of respect because they are a hobby machine and even hobby machinists are snobs, wanting to have equipment well beyond their capabilities even when their capabilities don't exceed what a smithy can do. The smithy is a jack-of-all-trades machine, it doesn't do any one task perfectly, but it does all three tasks more than well enough for most hobbyists.
They're practical machines that don't take up a lot of space (especially considering the space requirements for separate machines), generally affordable (even more so on the used market where their lack of perceived respect makes their resale value relatively low and are much more affordable than separate machines), and are largely more accurate/capable than the owners/detractors.
Are you going to make aerospace parts on them for NASA? No.
Is it just enough machine than 80% of their owners/detractors will ever need? Yes.
For something that takes up about as much space as a desk, can be purchased used for about $1,500, and max out around 700lbs, it's a great machine and multi-tasker. I'd generally recommend one over the many desktop mills running around for about the same price with less capability. As much as I love my mill, I'll admit that 70% of what I've used it for would fit on a smithy and I could certainly use a lathe (one of my top priorities to purchase after the move), plus it weighs over a ton (2,600lbs/1180kg) so moving it has not-insignificant risks associated with it. I had a smithy on my radar when I got my mill, I just got lucky and picked it up in almost brand new condition with a CNC conversion from a high school for less than the price of a used smithy.
22:20 ah the giggle of someone unaccustomed to truly fast cars being in a fast car, it's one of my favorite things.
@literallytwisted are you meaning to use the phrase "throttle body injection" when you say throttle body carburettor?
There's two main types of older fuel delivery systems in gasoline engines with a little bit of overlap in the delivery method.
A throttle body is a butterfly valve that controls airflow into an engine.
A carburetor, like in the video from the related topic, uses venturi to meter and deliver the fuel. Nearly all carburetors have the butterfly valves to put the throttle body and fuel delivery in a single package, but they aren't strictly necessary.
And fuel injection that uses solenoid to delivery a precise amount of fuel as dictated by the ECU.
As a stopgap between carburation and port fuel injection (with an injector at the intake port of each cylinder) manufacturers used throttle body injection by putting fuel injectors in a package similar to the older carburetors to minimize the need for re-tooling while increasing efficiency.
Interestingly, throttle body injection has had a resurgence of late in the aftermarket as electronic control has become cheaper and easier. There are now numerous companies that have throttle body injection kits to replace carburetors on older engines that bolt into place where the old carb sat and require only a modicum of sensors, wiring, and programming to have the benefits of more accurate fueling.
No worries and not senile, happens to all of us! I think a lot of the finnicky bits of the old throttle body injection (TBI) was because of the era and it being a transition technology. Electronic...
No worries and not senile, happens to all of us!
I think a lot of the finnicky bits of the old throttle body injection (TBI) was because of the era and it being a transition technology. Electronic fuel injection (EFI) was still in its adolescence so tech wasn't anywhere close to perfect and it was a bit of a rush job for most manufacturers to meet emissions regulations while not expending tons of money. They already had "wet" manifolds pretty much perfected, so turning the carb's venturi into fuel injectors worked while figuring out the next step in tech. Pretty much just needs a higher pressure fuel pump and a couple of simple sensors to run just about any old engine on TBI.
I had actually harvested a TBI setup from a mid 90's Suzuki Swift to replace the aging and difficult to find parts carb on my Tercel prior to the engine dying and my ultimate decision to just swap it for a larger EFI build. The Swift's TBI setup was nice as it was entirely self contained as far as fueling and sensors were involved. One harness going to the controller and a fuel line going to the unit (and back to the fuel tank) and it practically slaps right into place.
It's not common, but it happens. My Tercel had somewhere north of 300k on it when the engine let go, a lot of those were being a winter beater in mountainous northern states with an unknown...
It's not common, but it happens. My Tercel had somewhere north of 300k on it when the engine let go, a lot of those were being a winter beater in mountainous northern states with an unknown service history, I put about 30k on it as a commuter here in Texas and it was honestly asking a bit much for a 1.5L 1983 62hp carb'd car to keep up with 75mph tollway traffic on long commutes. Keep in mind the speedo maxes out at 85mph.
I was on the way home during one of those 75mph commutes when it started acting up, trying to die at stoplights, but it got me home and shut off in the driveway right as I pulled into my spot. Oil level was fine when I started to diagnose the next morning, but there was a puddle beneath the car and it wouldn't start again. I'm sure I could have done some relatively minor repairs after diagnosing further, but I already had engine swap plans, some of the parts, and other cars I could drive so I decided it deserved a new and more powerful heart.
Yeah, Suzuki was (still is elsewhere) a great manufacturer and I wish smaller car companies were more viable here in the US. Lots of great stuff from them and the Swift I took the TBI off of was in great shape tucked away at the back of the lot of an independent junkyard that didn't scrap any of the cars until all the usable parts were gone. Sadly the owner of the junkyard died and it was sold to a larger junkyard down the road that only keeps cars for about a week before crushing them since they have such a high number coming in. The TBI would have just needed a small adapter to account for two bolts that didn't line up, but nothing difficult and could be made by anyone with a drill.
A way of restricting (or throttling) the airflow into the engine is also required for a carburettor. It's just not shown in the video. Butterfly valves have been used for this since time...
A way of restricting (or throttling) the airflow into the engine is also required for a carburettor. It's just not shown in the video.
Butterfly valves have been used for this since time immemorial as far as I'm aware. If you look hard enough they'll probably be one somewhere on every engine made in the last 70 years.
Carburettors dispense the correct amount of fuel for a given airflow, and have been superseded by electrically driven fuel injectors.
The airflow is set by the throttle.
Oh, sorry for jumping the gun. What's confusing me is that "throttle body" is just a general term for the air metering system of butterfly valve and the surrounding pipe. A carburettor still has...
Oh, sorry for jumping the gun.
What's confusing me is that "throttle body" is just a general term for the air metering system of butterfly valve and the surrounding pipe.
A carburettor still has one, it's just all in one unit.(from my understanding).
I've never heard that term, could it be another word for "single point fuel injection"?
Which I think of as one big fuel injector, and some (probably analogue) computer to control the flow rate.
It doesn't pulse like multi point fuel injection, it's more like an electronic carburettor.
Car lingo can be confusing because it's mixed in with all the marketing names they used in period.
There was something odd about the firing order of that V8 engine. There are different orders that V8's fire but I dont believe there are any V8s that fire sequentially along one side like that one...
There was something odd about the firing order of that V8 engine. There are different orders that V8's fire but I dont believe there are any V8s that fire sequentially along one side like that one appeared to do (just before they said there was a 'misfire'). A typical GM V8 would fire in the order of cylinder 1-8-7-2-6-5-4-3 with cylinder 1 being on the front right side and 2 being on the front left side and so on like this: https://en.wikipedia.org/wiki/Firing_order#/media/File:V-engine-cylnum-1.png
Cylinders on opposite sides must alternate firing to balance each other otherwise the engine would never run smoothly.
I love Destin, and I love seeing the things he comes up with, and the joy in learning he displays whenever he talks to someone who knows more about a topic than he does, or who has built something cool. He's like that in non-video interactions as well; at one point we were both slightly active in the same invite only online community, and he is genuinely kind, thoughtful, and enthusiastic when learning or interacting about anything. He gives freely of his knowledge and accepts gratefully of yours.
The next version of this should be Steve Mould doing a 2D version.
Related topic:
How does a carburetor work? | Transparent carburetor at 28,546 fps slow mo
"Cumbustion".
That's a delightful typo.
Edit: I can't edit titles or I would do.
Fun bit of trivia. Apparently, in their early days, combustion engines were referred to by the much more metal name "explosion engine."
Explosion engines, fueled by dinosaur juice. This is the future we could have had, if the people in charge of naming things weren't allergic to fun.
Allergic-to-fun statement incoming. Petroleum is actually formed mostly by dead zooplankton, phytoplankton, algae, and bacteria... not dead dinosaurs. Decaying underwater microscopic organism juice doesn't have quite the same ring to it though. :P
LOL whoops. How very Freudian of me. Fixed. :P
@AugustusFerdinand is probably the better person to ask that of, and discuss that with. He's our resident mechanic! Whereas I know next to nothing about cars or how they work... other than what I've seen on Smarter Every Day and various other YouTube videos. :P
I think I'm given too much credit, I've just turned a few wrenches from time to time over several decades from racecars to my own projects.
Watching the video now, will return to comments shortly (typing as I go)...
Oh hey, it's Brian! I know of him through forums and the like from the Cutlass. It's bad ass, as is he.
14 minutes in, Dustin is on the right track, used a couple of slightly incorrect terms/orders of operation, but internal
combustionexplosion engines @babypuncher aren't his forte and I'm not a pedant when someone trying to learn (just hampers the process). I am unsurprised that Brian mostly handbuilt the engine and doubly unsurprised that he uses a Smithy as all I've seen of his work says he's extremely practical.An introduction to the Smithy for the uninitiated
While "Smithy" is a company, the machine they are known for, a lathe/mill or 3-in-1 lathe/mill/drill combo, is largely known as a smithy much like you've probably referred to searching something as googling it, a bandage as a band-aid, a copy as a xerox, etc.
Combo machines (be they lathe/mill or 3-in-1, henceforth just called a smithy) are one of those things that don't get a ton of respect because they are a hobby machine and even hobby machinists are snobs, wanting to have equipment well beyond their capabilities even when their capabilities don't exceed what a smithy can do. The smithy is a jack-of-all-trades machine, it doesn't do any one task perfectly, but it does all three tasks more than well enough for most hobbyists.
They're practical machines that don't take up a lot of space (especially considering the space requirements for separate machines), generally affordable (even more so on the used market where their lack of perceived respect makes their resale value relatively low and are much more affordable than separate machines), and are largely more accurate/capable than the owners/detractors.
Are you going to make aerospace parts on them for NASA? No.
Is it just enough machine than 80% of their owners/detractors will ever need? Yes.
For something that takes up about as much space as a desk, can be purchased used for about $1,500, and max out around 700lbs, it's a great machine and multi-tasker. I'd generally recommend one over the many desktop mills running around for about the same price with less capability. As much as I love my mill, I'll admit that 70% of what I've used it for would fit on a smithy and I could certainly use a lathe (one of my top priorities to purchase after the move), plus it weighs over a ton (2,600lbs/1180kg) so moving it has not-insignificant risks associated with it. I had a smithy on my radar when I got my mill, I just got lucky and picked it up in almost brand new condition with a CNC conversion from a high school for less than the price of a used smithy.
22:20 ah the giggle of someone unaccustomed to truly fast cars being in a fast car, it's one of my favorite things.
@literallytwisted are you meaning to use the phrase "throttle body injection" when you say throttle body carburettor?
There's two main types of older fuel delivery systems in gasoline engines with a little bit of overlap in the delivery method.
A throttle body is a butterfly valve that controls airflow into an engine.
A carburetor, like in the video from the related topic, uses venturi to meter and deliver the fuel.
Nearly all carburetors have the butterfly valves to put the throttle body and fuel delivery in a single package, but they aren't strictly necessary.
And fuel injection that uses solenoid to delivery a precise amount of fuel as dictated by the ECU.
As a stopgap between carburation and port fuel injection (with an injector at the intake port of each cylinder) manufacturers used throttle body injection by putting fuel injectors in a package similar to the older carburetors to minimize the need for re-tooling while increasing efficiency.
Interestingly, throttle body injection has had a resurgence of late in the aftermarket as electronic control has become cheaper and easier. There are now numerous companies that have throttle body injection kits to replace carburetors on older engines that bolt into place where the old carb sat and require only a modicum of sensors, wiring, and programming to have the benefits of more accurate fueling.
Proceeds to knowledge-bomb the shit out of us. :P
No worries and not senile, happens to all of us!
I think a lot of the finnicky bits of the old throttle body injection (TBI) was because of the era and it being a transition technology. Electronic fuel injection (EFI) was still in its adolescence so tech wasn't anywhere close to perfect and it was a bit of a rush job for most manufacturers to meet emissions regulations while not expending tons of money. They already had "wet" manifolds pretty much perfected, so turning the carb's venturi into fuel injectors worked while figuring out the next step in tech. Pretty much just needs a higher pressure fuel pump and a couple of simple sensors to run just about any old engine on TBI.
I had actually harvested a TBI setup from a mid 90's Suzuki Swift to replace the aging and difficult to find parts carb on my Tercel prior to the engine dying and my ultimate decision to just swap it for a larger EFI build. The Swift's TBI setup was nice as it was entirely self contained as far as fueling and sensors were involved. One harness going to the controller and a fuel line going to the unit (and back to the fuel tank) and it practically slaps right into place.
It's not common, but it happens. My Tercel had somewhere north of 300k on it when the engine let go, a lot of those were being a winter beater in mountainous northern states with an unknown service history, I put about 30k on it as a commuter here in Texas and it was honestly asking a bit much for a 1.5L 1983 62hp carb'd car to keep up with 75mph tollway traffic on long commutes. Keep in mind the speedo maxes out at 85mph.
I was on the way home during one of those 75mph commutes when it started acting up, trying to die at stoplights, but it got me home and shut off in the driveway right as I pulled into my spot. Oil level was fine when I started to diagnose the next morning, but there was a puddle beneath the car and it wouldn't start again. I'm sure I could have done some relatively minor repairs after diagnosing further, but I already had engine swap plans, some of the parts, and other cars I could drive so I decided it deserved a new and more powerful heart.
Yeah, Suzuki was (still is elsewhere) a great manufacturer and I wish smaller car companies were more viable here in the US. Lots of great stuff from them and the Swift I took the TBI off of was in great shape tucked away at the back of the lot of an independent junkyard that didn't scrap any of the cars until all the usable parts were gone. Sadly the owner of the junkyard died and it was sold to a larger junkyard down the road that only keeps cars for about a week before crushing them since they have such a high number coming in. The TBI would have just needed a small adapter to account for two bolts that didn't line up, but nothing difficult and could be made by anyone with a drill.
A way of restricting (or throttling) the airflow into the engine is also required for a carburettor. It's just not shown in the video.
Butterfly valves have been used for this since time immemorial as far as I'm aware. If you look hard enough they'll probably be one somewhere on every engine made in the last 70 years.
Carburettors dispense the correct amount of fuel for a given airflow, and have been superseded by electrically driven fuel injectors.
The airflow is set by the throttle.
Oh, sorry for jumping the gun.
What's confusing me is that "throttle body" is just a general term for the air metering system of butterfly valve and the surrounding pipe.
A carburettor still has one, it's just all in one unit.(from my understanding).
I've never heard that term, could it be another word for "single point fuel injection"?
Which I think of as one big fuel injector, and some (probably analogue) computer to control the flow rate.
It doesn't pulse like multi point fuel injection, it's more like an electronic carburettor.
Car lingo can be confusing because it's mixed in with all the marketing names they used in period.
When did we start calling “fuel injection engines”, “throttle body engines?”
There was something odd about the firing order of that V8 engine. There are different orders that V8's fire but I dont believe there are any V8s that fire sequentially along one side like that one appeared to do (just before they said there was a 'misfire'). A typical GM V8 would fire in the order of cylinder 1-8-7-2-6-5-4-3 with cylinder 1 being on the front right side and 2 being on the front left side and so on like this: https://en.wikipedia.org/wiki/Firing_order#/media/File:V-engine-cylnum-1.png
Cylinders on opposite sides must alternate firing to balance each other otherwise the engine would never run smoothly.
Yeah it was the jank way he was using the magnet I assume.