Hearted Youtube comments on Engineering Explained (@EngineeringExplained) channel.

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  43. As a engineer who has worked in PCV systems, the first time we saw the condensation/moisture problem from repeated starts was not in PHEVs and hybrids... but actually normal ICE vehicles in dealership lots. During the winter, we noted that some dealers would move cars from one side of the lot to the other side as they clear the lot of snow. Over 30-40 of these 'cycles', they end up with substantial amounts of water in the crankcase, and we had to instruct dealers to leave the vehicles on to fully warm up to prevent this happening. Typically in small amounts this doesn't cause an issue, but as you imagine, problems started to crop up when that much water has accumulated in the engine. This experience was really useful when we got into PHEVs, because we developed two things: a counter to force the engine to turn on after a number of 'cold starts' to force a warmup cycle, and then an algorithm to modify (shorten) the oil change interval minder if the engine is still not given the opportunity to warmup (say if the customer has constant short drives). As a tangentially related topic, moisture in oil is also how some oil catchcan manufacturers mislead, or at least inflate, claims about how well their products work. Today's PCV oil separation systems are basically like science experiments and incredibly efficient under most circumstances, but they do not filter out fuel and water vapour (those go back into the intake to be ingested). So when you see forum posts from oil catchcan manufacturers showing how much fluid they're capturing from new/modern street driven vehicles not subject to high G-loads, chances are that it's mostly water and fuel, and they never put that fluid into an oven to evaporate it and show you the true amount of oil they're actually capturing.
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  227. A friend of mine and I were discussing this some time ago. It took us both a long time to realize that we weren't really "car guys". The only reason why we know as much about cars as we do is because we both grew up poor and in a semi-rural area. If you want to get anywhere, including a job, you need a car. The only cars we could afford were cars that barely functioned. If we wanted to keep those cars functioning, we either had to know a guy who could fix them without charging an arm and a leg (i.e. not a dealership) or fix them ourselves. The problem with adding more and more of certain types of technology and sophistication to a car is that long term reparability drops to zero much quicker than a car that doesn't have them. It's the reason why certain luxury car manufacturers have cars that are effectively worthless after a relatively short period of time. It becomes either financially unsustainable or technically impossible to maintain them. Internet-connected systems make this problem worse because the manufacturer could drop support for them at some future point and then prevent anyone from trying to maintain them later. EVs should, in theory, be easier to maintain that ICE vehicles and should require less maintenance. In theory this would be a good thing for people 10 to 20 years down the road who are buying these cars used because that's all they can afford. Unfortunately, most major EV manufacturers have adopted an active attitude of antagonization (that was a mouthful of unintended alliteration) towards third-party repair. I'm sure that this makes some board of directors somewhere very happy that Company has met its quarterly revenue targets, but in the long term the little guy always gets shafted.
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  1052. I appreciate a lot your work: it's great, keep going! Unfortunately I have to say something about the topic of this video: First of all It's true that Diesel engines have higher compression ratios resulting in higher Peak firing Pressures and consequently higher values of torque BUT this is not the "true reason" why CI engines have more torque COMPARED to SI ones. In fact, while the SI engine works always stoichiometric (or even slightly in the rich side (relative A/R (Air Fuel ratio) ~0.9)), the Diesel engine cannot work anywhere close to the stoichiometric A/R due to t bad air utilization (min relative A/R is in the order of 1.2-1.3) thus resulting in ~20% less fuel injected (in mass) for the same quantity of air in the cylinder. Lower fuel injected means lower energy released in the combustion and so lower torque (this "base" 20% deficit is partially, but non totally, compensated by the higher compression ratio and higher Diesel specific energy). If you compare the torque figures of old naturally aspirated diesels with NA SI engines of the same time you'll verify what I'm saying. The second thing you mentioned is not wrong but it's not that relevant: the combustion of a Diesel engine is more efficient when it tends to a constant-volume combustion (like in the case of the IDEAL Otto cycle). For partial loads, the actual duration of the two combustion processes, even if they're fundamentally different, is comparable and I would say that there are so many variables involved (speed, temperature, fuel quality, turbulence in the clinder, etc) that is difficult to say which combustion process is the most efficient. However, at high loads, the combustion process of a SI engine is definetly occurring faster than a CI one since the latter has to fight against a "mixing controlled combustion" during which fuels struggles to find air to react with. (In fact, CI engines rotate slower than SI ones) For what concerns the third point you presented... it's just a false myth: the higher lever of a longer stroke is counteracted by the lower force resulting from a smaller bore. If you take the condensed formula to compute engine power you'll notice that bore and stroke are multyplied together giving as a result the displacement (longer stroke -> smaller bore). So, the reason why diesel engines have much higher specific torque than SI ones is turbocharging. Thanks to the very high allowed boost ratio it is possible to force a lot of air inside the cylinder and so it is possible to burn more diesel than gasoline (for a given displacement). This results in a much higher torque together with a more efficient engine. (Power output, unfortunately, si affected by the "slow" combustion process that doesn't allow the engine to rotate as fast as a SI engines). This comment doesn't want to be against you. You've always done a great job. It's just to make things a little bit clearer.
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  1109. Really nice informative video. A couple of additional comments from a former battery management system engineer, to the real nerds out there: First, charging to 100% affects more than just range estimation. It also effects accuracy of cell-to-cell balancing, and hence actual range! Small leakage currents in some cells inevitably cause charge differences to accrue between different parts of the battery over long periods. The circuitry needs to correct these imbalances by "bleeding" charge off of the higher charged cells or cell groups. It can only do this if it knows which cells are more charged! If the cells aren't properly balanced one cell/group will hit 0% before the others, leaving energy on the table, and as a consequence the vehicle will estimate (and deliver) lower total range. Even NMC chemistry balances better when fully charged occasionally. Although more steep than LFP, the NMC charge/voltage graph's slope just isn't steep enough for <1% accurate balancing in the middle portion. You'll get up to a couple more percent range from NMC if it can reach 100% every so often and re-estimate charge there, and re-balance more accurately. Second, it's important to understand that all battery management systems use "coulomb counting" (monitoring discharge current) almost exclusively to estimate range, at least when driving. This is not just for LFP, NMC absolutely does this as well. The cell voltage fluctuates wildly during driving as the internal impedance of the cell causes varying voltage drops under varying load and really can't be used for charge estimation very much at all while driving. In fact, even once the car is parked, NMC systems can't just immediately look at the cell voltage to recalibrate the current accumulator that tracks charge. Not only do cell impedances have time-dependent components that take minutes or even hours to stop exhibiting small voltage drops, but cells exhibit all sorts of irritating effects that temporarily change the cell voltage, such as hysteresis and other history dependent effects. These effects tend to go away over time (and faster when it's not freezing cold). So for NMC the car wants to be placed at 100% occasionally, and left there for at least 6 hours or so, and preferably not too much below room temperature. This will allow more accurate recalibration of the accumulator, and more accurate balancing. Now the actual algorithms are very complex, the car will get progressively more confidence that it understands where the charge level stands as the cells rest more and more, so even while driving the current accumulator would be updated if it disagreed wildly with the cell voltage, and the convergence just gets better and better if you give it more time with no current draw at a steeper part of the cell curve. [oh and it really should be plugged in for this so that the battery doesn't have to support ancillary equipment, and really has no load on it for those 6+ hours] One last bonus point, not so much about delivered range but about range estimates. Although slightly sketchy feeling, it's actually also helpful to discharge an NMC car to low charge levels, where the voltage curve bends down, for the same reason of estimation accuracy. (It doesn't need to be 0%, but say below 15%-20%). Probably true of LFP too but no first hand experience with that. The same as near 100%, the charge/voltage curve is steeper here and the car gets a better idea about what's going on. Again, the car the needs to sit there for at least 6 hours or so and not be too cold to "rest" the cells and let their voltages precisely settle. This is ideally done in close proximity to the 100% "rest" described above(like the previous day or the next day). Once these two "rests" have happened the battery management system now has a very, very good estimate of the total capacity from 0% to 100%. It doesn't have to extrapolate too far, since it's just recently been near 0% and 100%, and thanks to the steep curve at the ends it knew exactly where it was! This allows the system to update the estimated amp-hour capacity of each cell group with confidence, and so better know how much juice it actually can hold. Again this won't give more actual delivered range, the car stops driving when the battery voltage of the lowest performing cell/group hits the low voltage cutoff no matter what percentage is displayed. But if you don't want to ever drive below 10%, and the estimate is off and pessimistic, you might be leaving range on the table by driving to a faulty estimate. Or even worse, if the car never ever sees low charge levels and has a really badly erroneous and optimistic estimate, you might believe you have another 10% left to make that last 30 miles of the trip, and be stranded 10 miles out. It's really hard to get a car into this state, but if you only ever let the battery see the range 60%-80% and never outside of that, it's possible. That's only a 3.3% range estimation error in a 300 mile battery pack but 10 miles is a big deal if the car stops driving.
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  1470. This video is nonsense because for a number of years now, work has been proceeding in order to bring perfection to the crudely conceived idea of a transmission that would not only supply inverse reactive current for use in unilateral phase detractors, but would also be capable of automatically synchronizing cardinal grammeters. Such an instrument is the turbo encabulator. Now basically the only new principle involved is that instead of power being generated by the relative motion of conductors and fluxes, it is produced by the modial interaction of magneto-reluctance and capacitive diractance. The original machine had a base plate of pre-famulated amulite surmounted by a malleable logarithmic casing in such a way that the two spurving bearings were in a direct line with the panametric fan. The latter consisted simply of six hydrocoptic marzlevanes, so fitted to the ambifacient lunar waneshaft that side fumbling was effectively prevented. The main winding was of the normal lotus-o-delta type placed in panendermic semi-boloid slots of the stator, every seventh conductor being connected by a non-reversible tremie pipe to the differential girdle spring on the “up” end of the grammeters. The turbo-encabulator has now reached a high level of development, and it’s being successfully used in the operation of novertrunnions. Moreover, whenever a forescent skor motion is required, it may also be employed in conjunction with a drawn reciprocation dingle arm, to reduce sinusoidal repleneration.
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  2527. Hang on for a long one, but please bear with me. I've been researching LSDs for many years. Engineering Explained, while the end goal may be to limit slip (why we tend to lump them all together into the category of "limited slip" diffs), the operation and feel of the various diffs is quite different. Here's a few examples of different types of diffs and how they can react. - A viscous diff reacts to an imbalance of wheel speed (the viscous fluid heats up and becomes more viscous causing more torque to be transferred from the spinning side to the non-spinning side with grip). - A clutch type diff may be hydraulically activated, but electronically controlled (ABS wheel speed sensors used to detect wheelspin) and once activated it is basically a locking diff. - A mechanically locking or permanently locked (spool type) diff doesn't care about wheel spin or torque imbalance, it simply forces both sides of the diff to turn at the same speed all the time. People often mistakenly call this a 50/50 torque split, but if one side of a locked diff has 0 traction then the diff is actually applying 100% of the torque to the side with traction, so any fully locked diff distributes torque anywhere from 0/100 to 50/50 to 100/0. Only an open diff has a true 50/50 torque split all the time. - A helical gear torque biasing diff (TBD) doesn't react specifically to differential wheelspin (which can be easily proven by lifting one tire off the ground and applying power. More on this later). It reacts solely to a torque (or more specifically load) imbalance and provides a torque multiplier from the low traction side to the high traction side which gives it a unique handling characteristic. Under hard power in a straight line here's how the various diffs will usually react. - Viscous coupled diff doesn't activate unless one tire breaks away and starts to spin and it needs to maintain some wheelspin to keep up the torque transfer. You'll feel the steering wander before it engages, and stiffen up once it does which is why viscous coupled diffs are more often found at the center of an AWD system (in a lot of Subarus for instance) or rear (where effect on steering is minimal) - Electro hydraulic clutch type diff will react similarly to viscious coupled diff, unless the software specifically forces the clutch to activate under high throttle before onset of wheelspin (some do), at which point they'll tend to pull straight ahead. - A locking or locked diff will generally just pull straight given equal traction. If there's a traction imbalance steering will pull turn toward low traction side but general feel is "pointy" as in, it goes straight where you point it. - A TBD will tend to stiffen the steering up and also pull straight, unless one side threatens to lose traction then it'll shift torque to the side with higher traction (even before wheelspin occurs) and you may feel it turn toward the side with lower traction. Where things get interesting is what happens in a turn, while under power. - Viscous coupled diff relies on differential rotation rates to activate, which happens naturally in a tight turn, so it activates even when there is no loss of traction causing a tendency to straighten the wheel as the diff transfers torque from the faster turning outside tire to the slower turning inside tire. It's not as bad as a locking diff but still the tendency is to self straighten. Again this is why they're rarely used in front diffs where they have the most negative effect on steering (only center and rear) - Electro hydraulic clutch type diff, can pretty much do whatever the software wants it to do. Using all four ABS wheel speed sensors and steering angle sensor and such it can easily detect whether the differential wheelspin is due to turning or wheelspin, and choose to engage or not. Generally though if it chooses to engage it'll transfer torque from outside to inside tire, again causing the steering to want to straighten. Caveat: There are fancier electro-hydraulic diffs that link input torque to each side independently and they can pretty much steer the car themselves (rotate the car, hold a drift angle.. etc) - Locking under load type diff, or perm locked diff will always try to force the inside tire to turn as fast as the outside, and since there's usually more traction on the more loaded outside, that causes the inside tire to scrub (spin slowly relative to pavement). Any time there is less traction imbalance, the steering will be extremely heavy and will always resist turning. Under hard cornering, they will cause increased understeer since you're losing all lateral grip from the always scrubbing inside tire. - A TBD is unique among these, in that when the inside front tire lightens up due to lateral weight shift such that less torque would be required to spin the inside tire, the helical gears shift torque to the outside with a greater load. This torque shift to the outside tire causes the steering angle to remain fixed in the turn until you get off the power or force the wheel back straight by hand. There are ways to confuse a TBD. In situations where the road offers severe changes in traction (say random patches of snow and dry pavement), you'll get a pretty strong feeling of torque steer as the torque transfers instantly from side to side, where an open diff would just lurch along mostly in a straight line, gaining and losing traction (since torque to pavement side always matches torque to snow side). And because a TBD only transfers torque from low traction side to high up to the torque biasing ratio (e.g. 3 to 1), if you give one side zero traction (zero load) then the torque transfer is zero * 3 = zero. In other words, with one tire in the air, or on pure ice, a TBD acts like an open diff (proof that it cares nothing about actual wheel spin). In this zero traction situation, the fix is to lightly apply the brakes (the ABS computer will do it for you) along with the gas, and then the diff transfers the braking force times the torque bias ratio over to the high traction side. Cars with open diffs often use the same trick to simulate an "electronic locking diff", but it's literally 3-4 times more effective with used with a TBD.
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  2706. Honestly, I thought all of these points came through in the video. But if you want to make it even more clear for folks, I'd suggest: 1. Stating at the beginning that certain mounting methods are acceptable for light duty use and that many aftermarket companies, even big name brands, are using those less secure attachment options on heavy duty pads in order to cut costs. For next time: condense your entire message into a sentence and get it out early; even if you want the rest of the video to feel exploratory in nature. 2. I imagine that many people will often outright reject facts that don't line up with their own experience. I don't know how well those people would respond to citing statistics of how many break pad attachment failures result in crashes in a given year, but that's the only thing I think you could throw at them without derailing the video. For next time: casually site your sources when you claim something (perhaps Kurzgesagt style; though they have an immense research budget...) and feel free to write off the viewers that leave because you told them something that they believe to be not so. In my experience, people with those mindsets (my own well-loved family members included) will never believe you until you shake their hand, befriend them personally, and share anecdotes with them about it happening to you. Seeing as how you simply can not do that for all 3.61 million subscribers, they are best left to their own devices. You'll never be able to predict what fact will trigger their sensibilities so just keep laying them out there and focus on other aspects of your channel, I say. 3. As an engineer myself, I totally understood the oven test as soon as you mentioned it. Some people who are less wrapped up in life-testing may need the statement spelled out very clearly that, "breaks wear thin from the contact with the rotors but all (what we're focusing on today)ultimately fail from being exposed to too much heat over time" and that, "leaving them in an oven at 550°F for 8 days is the equivalent to a lifetime of break pad ware." For next time: it can be crazy difficult to catch yourself starting to ramble in your own industries jargon. To be clear, I've watched lots of your videos and I think that you are very good at not doing that, by and large. But it seams like a familiarity with how lifetime ware is simulated would've helped those viewers from getting confused and most people don't have that knowledge. I imagine you have tons of engineers watching your channel as well, however. I really don't know how to distill that into a nugget of advice. You'll have to keep a closer eye on what you assume your audience already knows if you want to avoid that in the future—maintaining a balance between taking the time to break things down to their bare bones and keeping fluff that most of your audience already knows minimized so that you keep them entertained, engaged, and hold their attention for the whole video. That sounds rather tricky, to be honest. Summary Put the entire premise of the video into a sentence early and expand on it for the rest of the video. Cite your claims (as best as you can) while accepting that some people out there just won't "get" it from a YouTube video and that's ok. Check yourself for using acronyms, jargon, and more difficult to detect, knowledge of processes that a large portion of the population doesn't have. I love the show and you asked for feedback, so here you go!
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