HYDRAULIC PRESS AGAINST BMW CONNECTING RODS

[@MattC-eo6ep]

I'm not an engineer, but it seems that these connecting rods were designed to resist compression end to end, rather than being pulled apart. The failure points (top ring, cap bolts) would not be so stressed in a compression test. Still an interesting video. Love the channel!

[@Fincher123]

Yeah i saw bend rods because of long term use and to much power. But not because of a pull =/ Its not existent in a Piston Engine. I hope he can redo this one.

[@gvertm3158]

@@Fincher123The piston stops and starts one hundred times per second at 6,000 rpm. In the third stroke, during the intake, a tensile force acts because the crankshaft pulls on it.

[@austineeze5491]

Good thing you said "I'm not an engineer"

[@Fincher123]

@@gvertm3158 oh yeah thats right. Sorry i pull back =)

[@mopar2ya165]

Most rods fail from being pulled apart. The piston being accelerated up the the crank pulling in down tears rods/rod bolts apart

[@thiagov6123]

I'm a Mechanical Engineer, and my opinion is that this component was designed to work at high temperatures and in fatigue. Testing the failure point by pulling only tells us the material yield strength, which may not be important for this application. It is interesting, however, to see how different designs cause different failure points. Some failed due to bearing loads, while others failed at the screws.

[@MassimoTava]

No VPN, no mobile games ad, no links, no talking, just straight to business!

[@johnmusonda445]

Every man's dream.... to watch a video of another man crushing stuff and the only thing better is the something just more accessible and less hussle😂

[@tomast9034]

there was a tv commercial something like dont f around call ......:D

[@lollipop84858]

How do YOU know??

[@JamesBondAstonMartin]

Rare thing nowdays

[@halloklouey6885]

I've got mobile games ad 😂

[@larryward1082]

I agree I've been an engine mechanic building hard Rock engines 6 cylinders and V8 for about 55 years and definitely those rods could take a lot more being pushed down and pulled apart

[@VictorHugoAlvarez-eternelymiss]

10.000kg is 5 heavy sedan cars, It's 100% imposible for that level of weight to be pressed on that part of any engine whatsoever ever.

[@theplayer12312]

The velocity of the pistons will exaggerate the strain that the connecting rods have to endure, meaning that it will have to reliably support upwards of 10,000kg in extreme instances

[@ciaopippociao]

I'm an engineer and I can sure tell you that this video is useless, these connecting rods were designed to compression, not to be pulled..

[@bitva_motorov]

absolutely agree, movie just for movie))

[@jime8532]

I'm also an engineer (mech), and the largest stress is stopping the piston on its way up the exhaust stroke and starting the piston back down the intake stroke. If compression was the big issue, rod bolts/screws wouldn't be a big deal to worry about.

[@firstielasty1162]

Wrong. Tension is generally the problem. I left a longer comment elsewhere.

[@zackworrell]

actually its not useless. I am a blacksmith, fabricator, and machinist and BMW enthusiast but not an engineer. this is entertaining

[@OtisFlint]

Must not be a very good one, the inertia of stopping the piston on the exhaust stroke is massive. Cylinder pressure and high RPM both break rods, just in opposite ways.

[@sathir-5990]

Pulling only stresses the bolts a lot. We expected to see compression & rods bending.

[@AntekWyrwidomb]

Yes but all of them are designed like evry bolt/nut connection is kind of fuse in mechanics. remember that. It is fuse before bigger, more expensive repair.

[@TyBydlakuTy]

Źle przeprowadzone badanie wytrzymałości. Korbowody obciążane są siłą ściskającą a nie rozciągającą i tak zostały zaprojektowane. Wynik tego bezsensownego rozciągania nie mówi nic

[@juanacero6908]

Soy CRISTIANO evangélico y deseche las religiones incluido los pentecostales : Sus iglesias están divididas en llamados lugar santo y lugar santísimo en sus templos hay 2 pulpitos, para ellos no se partió el velo en dos. Sus iglesias son paredes y no humanas (Templo Viviente de Dios). Piden diezmos, se creen levitas, entonces debería de haber dos tipos de sacerdocio levita en general que recibían el diezmo (Num. 8:24-26) y deberían de dar el diezmo del diezmo a los sumos sacerdotes (Num. 18:26) y los levitas sumo sacerdote descendiente de Aarón. El diezmo era para el huertano la viuda el desamparado para el extranjero (Deut. 14:22-29). Ya no hay diezmo, pero ellos piden a diaria, semanal mensual, los diezmos eran cada año y otro cada tres años todo eso pertenecía a la ley dada a los judíos. Ellos declaran con su boca entonces ya no necesitan a Cristo, si todo ellos en su error todo pueden con su boca entonces están endiosándose, tremenda mentira, Cristo nos enseñó que dijéramos: si Dios lo permite are el uno u otra cosa. Idolatran a Israel terrenal (anticristos), lo llaman el pueblo de Dios y a los que creen en CRISTO los llaman gentiles (apartado de Dios olvidados de Dios) la escritura dice quien rechaza a CRISTO está condenado (Juan 3:18) y el que acepta a CRISTO JESÚS ya es salvo para vida eterna. Entonces a quien le creo a CRISTO JESÚS o a religiosos mentirosos llamados pentecostales. El pueblo de Dios son los Cristianos que recibieron título de ser llamados hijos de Dios.. Desconocen que los verdaderos judíos son los remanentes hijos de Dios es decir los Cristianos del mundo, el pueblo de Dios, somos los Cristianos. Los mentirosos dicen que para los Cristianos no hay tribulación, no saben cómo vivieron los primeros Cristianos, en roma en Israel, perseguidos, asesinados, quemados, acontecimientos en el coliseo romano, el incendio de roma, persecuciones, por judíos claro ejemplo Saulo perseguidor autorizado por gobierno judíos, inquisición etc etc, y que según esos mentirosos ellos serán raptados en secreto sin que nadie lo sepa y para ellos no hay sufrimiento engañan diciendo son hijo de dios rico y anhelan riquezas y poder terrenal. Dios nada hace en secreto ni se esconde de nadie, todo lo hace avisando miles de años antes y a ojo de todos. Ellos no predican a CRISTO JESÚS, ellos predican a la mentira que no existe (jeova, yave , buda, ala etc.etc. etc) todo el que rechaza a CRISTO JESÚS entonces el tal es bestia (anticristo) Obligan vacunarse. Hablan lenguas que nadie les entiende. Por sus obras los conocerás dice nuestro señor Dios y salvador CRISTO JESÚS. Soy Cristiano hijo de CRISTO JESÚS mi Dios y salvador regresara pronto en las nubes del cielo y todo ojo lo verá ahí mandara recogernos a sus Ángeles con voz de trompeta nos reuniremos su iglesia (todos los Cristianos verdaderos del mundo) CRISTO es la cabeza de la iglesia, ahí las bodas del cordero. Antes de destruir esta tierra y este cielo reinará mil años este planeta, pero antes encarcela por mil años a satanás. Al falso profeta (religiones) y a la bestia (espíritus inmundos seguidores de satanás, google, Facebook, QR, chip, ciencia usada para el mal) serán lanzados al infierno vivos. Después de los mil años satanás es soltado de su prisión no se arrepiente y es lanzado al infierno la candela que no se apaga ni su gusano muere, desaparece este mundo y este cielo inmundo por causa del pecado, nada inmundo prevalece, ahora Dios todo lo hace nuevo, nuevo cielo y nueva tierra, Dios Reyna para siempre. ( 1 Juan 5:7 Porque tres son los que dan testimonio en el cielo: el Padre, el Verbo y el Espíritu Santo; y estos tres son uno.) Dios resumió toda la Biblia en dos mandamientos. El verdadero amor ( CRISTO JESÚS )

[@EnduroLRA]

@@AntekWyrwidomb but bolt/nut transfers negligible loads relative to the crankshaft itself

[@entangled31415]

Was expecting compression benchmark too

[@Herefornow-571]

This is more of a bolt strength test than rod breakage.

[@allanwilson8161]

Spot on !

[@nikoszxr900]

That's right.. Exactly as you wrote it..

[@uwisho]

Bingo

[@THsu-fq1rn]

Two broke at the small loop, so not as you expected! Assumptions make an ass out of you

[@sLothiC]

the bolts are the weakest part, thats why you upgrade to ARP on a big power engine. So the test ist correct

[@superbracey]

Genuinely one of the most tense videos I've ever watched.

[@fixferdig]

Ahh! You killed me🤣😂

[@kimcuyosflores]

I was wondering about the 1960's engineers achieving such incredible massive force💪 RESPECT😂

[@Hobby_trails_family]

It's steel that weighs twice as heavy as the others.

[@JamesMartland65]

It’s just wasted weight. The older designs were more conservative with their load factors and were much heavier as a result.

[@CrankPointZero]

just shows they went with "better to much material, than having an early failure" cuz they hadnt the right alloys, precise calculatings and numbers nor the know how and all back then, like they got today.

[@TheJoaveck]

​@@Hobby_trails_familyIt also lasts twice as long. That's why we get cheap crap nowadays so we buy a new car faster.

[@dark-flame-master]

The old steel ones, practically indestructible, weigh much more than the aluminum ones used in competition, or with alloy, which are the ones used today in consumer cars. The advantages of reducing weight in the connecting rod are less vibration and energy efficiency.

[@andreaferrari3243]

I really liked this video. The connecting rods are subjected to compressive stress (due to the pressure peak after combustion) but also to bending and tensile stress (due to the piston's inertia at top dead center between exhaust and intake strokes). Therefore, the video makes sense and shows the tensile failure of the connecting rod, so well done. However, it's important to note that the strongest connecting rod isn't necessarily the best one. A connecting rod must withstand the loads while being as light as possible, meaning using less material (less material translates to less resistance). Engineers therefore don't seek a very strong but heavy connecting rod, but rather one that is just strong enough and as light as possible

[@mattsmith7083]

Compression doesn't cause rods to fail Tension does as it rapidly accelerates the piston downward the rod bolts fail in most engine failures. Good video

[@ONLYFACT_X]

THANK YOU!!!!! i was waiting for someone to say this before i had to, which i hate having to do because then i add the fact that i am a former materials testing engineer lol

[@Expedient_Mensch]

The stretch in the rods is actually visible. It would have been good to have some sort of grid or lines in the background to show that better.

[@megavolt6054]

Отличный тест!!! Многие пишутчто шатун расчитан справляться с жатием , но при этом забывают что шатуну нужно бороться или выдерживать силу которая действует на его растяжение. Сила эта возникает когда точка вмт достигнута, шатун должен остановить поршень который также двигался в сторону вмт. В точке вмт происходит моментальная остановка поршня который в этот момент имеет определенную массу- которая упрощенно складывается из веса- поршень, поршневой палец, кольца +направление и скорость его движения. Если еще проще то шатун в точке вмт моментально останавливает поршень который уже имеет огромную массу , ещё в этот момент остановки поршня, шатун уже начинает обратное ускоряемое движение относительно движения поршня что ещё больше действует на растяжение шатуна. Это в кратце)

[@efimkrivov]

Это называется импульс;))

[@megavolt6054]

@@efimkrivov Пусть сперва это переварят и осознают)) А так у них перелом мозга может случиться)))

[@paulfox7401]

Ну да, ну да. И сравни с силой, которая будет через мнгновение давить на поршень и пихать его в НМТ. Там разница как слон и моська. По этому, проверять надо на сжатие. Что и говорят зрители. А так он тупо проверяет болты на разрыв, а не шатун.

[@efimkrivov]

@@paulfox7401 а ты попробуй раскрутить предмет массой 400 г до таких оборотов и представь какая будет нагрузка на Отрыв.

[@ДенисГераськов-п6д]

@@megavolt6054 кстати ещё в видео шатун от 412ого москвича бмвшным обозвал)) В русской версии этого ролика всё правильно названо. Автор боится что удалят канал за упоминание чего то советского/русского что-ли?))

[@anthonybasile4248]

I’ve been an engine rebuilder, among many other things, for 25 years now and I can tell you this is a good video of the wrong testing, connecting rods are under compression pressure most of the time, that is why this test is only checking the tensile strength of the metal in the wrong direction. Compress the connecting rod to see when it fails, that would be the video to make. If you notice in some of the tests the connecting rod doesn’t break, the bolts at the connecting rod bearing cap breaks first which is what they’re designed to do in case of a seized piston or crankshaft failure.

[@StreetLethalRacing]

This video demonstrates the tensile strength of the metal used from era to era. Stop comparing it to the actual job of a connecting rod. Just like a valve spring working in conjunction with other valve springs through the cam to ease the seat pressure stress, the bob-weights of the crank ease the stress from one connecting rod to the other during the cycle, as does the force from each cylinder. No one connecting rod handles it’s load on its own, it is being assisted by the other cylinders. This is the importance of balancing an engine.

[@diegogutierrez6366]

Una lastima que no lo hagas a compresión, ya que es la fuerza que soporta en su uso

[@radekchodala6949]

anyway, newer engines, more and more relaxed engines 🤧, 😆😅 euro standard that destroys engines,,,,🤣

[@paulfox7401]

Ему бы тупо не хватило мощности пресса - сломать шатун на сжатие.

[@theeventhorizon-valebridge9512]

The piston rods were all fine and survived fully intact: it was the big end clamp bolts that all broke so really this test is completely inconclusive in virtually every regard!

[@Lawrence-uw6cs]

How so? There's one little end failure and rod bolts failing is a thing, especially on modified or higher rpm engines! Often a bearing failure is the cause or even a money shift! strong bolts save block's!

[@sshep7119]

This shows exaclt why the main thing is piston rods is a bolt upgrade. Even when you upgrade to aftermarket rods, the bolts in the main caps are critical. The rod is made to be placed under tremendous load during the power stroke, the bolts hoding the cap on the rod are loaded when the piston/rod assy hits the top of the stroke and there is a near immediate change in direction. The forces are gigantic on the bolts because the piston/rods assy has kinetic energy in one direction then it pulled in the opposite direction.

[@franciscolavado388]

0​@@Lawrence-uw6cs

[@Chef-James]

Did you actually watch the whole video?

[@balboa8694]

​@@Chef-Jamesseguramente no

[@SulaymonPirmatov-v1p]

Гап йук лекн Зур сифатли Темир немис немисда барибир техникалари Зур барибир БМВ матор Зур 👍🇺🇿🇩🇪

[@kai-uweschwarz7008]

Schade das nicht die Gewichte der jeweiligen Pleuel angegeben wurden sind. Es geht ja bekannter Art und Weise um die Gewichtsoptimierung der beweglichen Komponenten. Desweiteren ist die Zusammensetzung des Werkstoffes ein Faktor. Ich sehe einen reinen (nicht sonderlich guten) Unterhaltungswert dieses Beitrages mit sehr eingeschränkten Erkenntnisgrad.

[@TheoldSRAD]

I think the two most impressive things about this video were the breaking strain of the old 1960s BMW conrod, and the very small dimension of the Nissan X-Trail rod portion of the assembly. Without having to be an engineer, common sense says the greatest force on the actual rod part of the conrod assembly comes sometime around TDC just before or as the plug fires for the power stroke. Most broken rods i've seen are twisted or bent over perpendicular to the crankshaft rotational direction. (Due to immense forces acting in compression causing a lateral deformation across the narrow dimension of the rod) Because in this test mostly the big end eye bolts broke, that proves tht the "rod" portion is immensely stronger than it needs to be in tension. However, in compression would be more important and clearly the Japanese have made an effort to understand this for acheap mass produced vehicle and the rod dimension is fit for purpose. Ie, less is more. (Less weight, more performance within the designed parameters!) If this were not true the old BMW 1960s example woud have broken first as it is undoubtedly the lowest performance engine of the lot. Certainly not criticising the German's but ultimately this test was only entertaining and proves very little. Compressing the rod would be much more telling. Yet again, using common sense says the weak point in tension is the least square area of metal, probably the two big end eye bolts, and presumably there's also a kind of torque force acting on these in tension. The fact that the shackle bolt gave up in one test also means a hollow wrist pin/gudgeon pin if you will, would also break or deform before the conrod! Ultimately compressing them and finding the yield force (when the conrod bends even slightly) would be the only relevant test for purpose in an engine as proven by the fact the 8000kg+ went through all of them in tension. There is no way that acceleration force exists in any of the engines the parts came from! Bloody entertaining though😅

[@redread4414]

It’s not that this testing is useless, it’s that the cover pic is clickbait.

[@mototrials582]

Nearly useless.

[@darylmorse]

For those saying tension isn't relevant, you're wrong. Tension occurs when the piston is at top of the exhaust stroke. Compression is also interesting, especially for engines that are boosted.

[@jevgeniardassov]

M3, M5, 850 were not a surprised, those are performance models with forged internals bit 1500 is a typical family sedan, was a complete surprise… 😮

[@ДенисГераськов-п6д]

Это не шатун БМВ. Это шатун от moskwitch 412.

[@landrover965]

you deserve BIG LIKE for that job, BIG Thanks

[@chincemagnet]

Used to make forged connecting rods for GM, Dodge, Ford, Honda. We used to do crush and strength tests on them a few times daily. They would frequently fail, not by a lot, but they’d fall outside the minimum spec, they shipped them anyway. That’s pretty par for the course in the automotive industry

[@JamesMartland65]

Excess weight reduces power and increases fuel consumption, OR it induces unnecessary cost. Manufacturing processes are much more consistent these days (unless you’re just making down to the lowest cost). The only problem here would be if the test limit was set inappropriately low. Is that what you’re getting at?

[@rumpoh8039]

CON RODS ARE DESIGNED TO SURVIVE COMPRESSION,LOAD NOT TENSILE LOAD

[@Melkor54]

wrong

[@douglascooper1987]

Yes but Tensile Load is also applied.

[@johneddys2351]

What happens when a 2 pound piston traveling upward at 26.9 m/s makes a sudden stop at TDC and reverses direction? A massive tensile load.

[@RhinoMotorsAbj]

I d say both

[@attilapalko8773]

No no, the tensile force can be higher at high rev than the compression force!

[@user-reza_abdi]

great your tests are really very useful for users especially those who are interested in cars and gadgets thank you

[@francoismorainville712]

The stress on a connecting rods is PUSHING from top to the bottom, this video is totaly useless. As said you stretch bolts, not connecting rods....

[@jime8532]

The largest stress on the rod is stopping the piston on its way up the exhaust stroke and starting the piston back down the intake stroke. If compression was the big issue, rod bolts/screws wouldn't be a big deal to worry about. Not saying compression from power stroke is nothing, but the exhaust crossover is the highest load on the rod. BTW, you can't stretch the bolts/screws without stretching the rod.

[@thereluctantgearhead4544]

Are ya mad?

[@thereluctantgearhead4544]

Still a good representation of the rods ultimate strength. Maybe you can rig up some shit and demonstrate your ideas and make a video and show everyone how it's done. I'll watch it.....

[@newhallgeorge1]

Why do you think engines have RPM redlines? The enertia of the piston at the end of the exhast stroke is trying to pull the rod apart.

[@ssonosk]

I would have liked to see both

[@cbrrider3208]

Without the mixture being ignited, you have tensile forces and compressive forces in the same ratio. Tensile force at top dead center and compressive force at bottom dead center. When the mixture is ignited, the forces resulting from the speed alone are added to the compressive forces from the combustion of the mixture. So, logically, the compressive forces are always higher.

[@tomsimon104]

Moral of the story is, " Do not put your piston rods in a hydraulic press"!

[@robertmoore119]

Lol

[@ggordon4127]

The highest tensile force is at TDC on the exhaust stroke. It is tensile force that usually causes breakage during high rpm.

[@AczeOne]

bicycle crank arms - Shimano, SRAM, Raceface Bike Stems - 31.8 and 35mm

[@georgegeorgiou5229]

Lot's of engineers.. Lot's of Comments. This is just another test - tension. These rods are under dynamic loading i.e tension and compression 2000, 5000 cycles per minute. Fatique could be more important than static loading. In addition the connecting rod connects to the piston, so the weight of the piston is really important (especially when high revs and high acceleration at TDC - Top Dead Centre). If combined with the explosion that pushes the piston down (DIFFERENT COMPRESSION RATIOS FOR DIESEL AND PETROL ENGINES) then you understand that there are are many other things to consider (CRANKSHAFT, LUBRIACATION, BEARINGS) as well as momentum (the heavier the rod creates more stress to the whole system) . Therefore this is just one of the tests but the there could be 100s of test to check regarding an engine - which a dynamic system , works at different revs, temperatures, lubrication , compression ratios etc

[@leonardocoin7745]

WTF 1968 bolt strong like ARP hahaah amazing , and rod well we dont have nothing to say its just 50x overkill for this engine hehehe. Great Video.

[@RecoilReport75]

It seems that most engineers and nonengineers forget about the force of inertia. If it wasnt a factor one should be able to use any old bolt to clamp the bigend bearing. The piston has weight that needs to be held on to the conrod on the strokes when compresion doesnt take place. It is a fourstroke engine right?

[@jooch_exe]

No wonder the the old BMW motor was able to take 1400HP in F1.

[@Eduardo_Espinoza]

Completely forgot about any that!

[@piccalillipit9211]

those old BMW engines were astonishing

[@lifegoaltv3308]

Not the Rods!!!

[@TeemuNieminen-x1d]

Remember hv its not The real forse its nytons/rpm. and......

[@ДенисГераськов-п6д]

Это не от bmw, а от русского автомобиля moskwitch 412( там есть на нем цифры "412" на 0:57). Автору просто стыдно.

[@designine]

weight of each would be interesting to know (although bore/stroke length plays its role). The old BMW fourcylinders are famous for a reason..How about a Volvo red-block fourcylinder test?

[@Biketunerfy]

You can tell the more modern conrods from the older ones by the clam shell break. The old ones are ground but modern big ends are fractured as it’s better and no grinding or machining needed on the two half joint points.

[@556online]

I guess those old timers are right when they say “They don’t make’’em like they used to!”

[@Dantutz]

That Nissan rod is amazing. Such a light, low inertia slim design, but yet so strong. Comes to show the level of quality of japanese cars.

[@rafalkrawczyk1426]

They wasn’t designed for pulling!

[@gvertm3158]

There is also tensile force in a four-stroke engine.

[@Samqdf]

Depending on the revs the engine is doing the tensile stresses of a rod can be significantly higher than the compressive forces. On a Diesel the compressive forces are definitely stronger under compression than under tension due to the low revs, high compression ratios and high reciprocating mass, while it's usually the opposite for most petrol engines.

[@tomast9034]

@@gvertm3158 not much. from slowing down the piston in tdc .... also the fresh mixture or the exhaust gases slow it down.

[@piccalillipit9211]

They absolutley ARE The rod is naturally MUCH stronger in compression - its the weakest in tension when its trying to throw the piston off the rod at the end of the exhaust / beginning intake stroke at maximum RPM. This is why the diesel rod is so badly - it never has to rev very high, yet it experiences a much higher compression ratio and combustion pressures than the petrol - this is why diesel engines are cast iron. Quote "The 5.2-liter V10 that debuted in the 2009 Audi R8 has the highest mean piston speed for any production car (26.9 m/s) " " high speed diesel ~14-17 m/s for automobile engines"

[@Samqdf]

@@tomast9034 I am not sure what you mean, do you mind explaining? I don't see how there are any gasses helping to offset the inertial force when the piston goes past TDC during the exhaust / intake stroke transition?

[@dano8228]

It's amazing to see the quality of the metals compared to an era it was built. This was cool.

[@joseph317]

There is no doubt that the quality of metal in olden days is much better!

[@mecanicul_8]

Frumos experiment 😊😊😊

[@scottysencounters]

The x-trail rod is so skinny!

[@fidelcatsro6948]

$$$$😂😂😂

[@gentle285]

It was not designed for high perfomance engines.

[@douglascooper1987]

Light piston and Excellent Balancing.👍

[@JamesMartland65]

Light engine designed for torque. Brilliantly to my eye.

[@martinXY]

@@gentle285 Well, it is a Nissan...

[@mouradel6432]

im an engineer im eating popcorn right now watching the video and all i can say Bravo !

[@Bosjak63]

Впервые вижу чтобы шатуны работали на растяжение 🤣🤣🤣

[@X_Killer.]

🤡

[@denisnovacek8428]

nice video, more video like this! Compare old BMW vs new

[@RobertoRibeiro1983]

For the people that thinks that the rods are designed to resist only to the compression phase, you are totally wrong, they also have to resist to the cross valve phase after exhaust when there's no compression, the piston pulls the rod upwards with it's inertia while the crankshaft pulls it down with it's cinetic power, this is the moment that they break at high rpm's also breaking the side of the engine block where the rod touches inside the cylinder. Obviously is not the same forces as this hydraulic machine puts on the rods, considering the engine from factory on normal conditions. It's just a simulation that can break the majority of the rods existent on the market. For instance, on the compression or combustion phases, the rods can bend in case of hydraulic lock on the piston, caused by water of the radiator that can mixture with the engine oil in case of head gasket failure and other reasons.

[@billbailey55]

I knew someone that used to drag race a VW Beetle years ago and he turned so many RPM the rods would stretch till the pistons hit the heads

[@RobertoRibeiro1983]

@@billbailey55 I guess it's dificult to this ocurring to the VW aircooled since it's an over squared engine, also the heads would overheat and crack in the high rpm's before any rods failure but it can happen to any engine, depends on many factors.

[@iancoachwerksllc]

Yep. The piston literally stops at dwell

[@OtisFlint]

@@billbailey55 Ive seen that spinning a SBC to 10k rpm. Clean spots on the piston tops and heads from the rod stretch.

[@СотаУникальный]

Помню это видео! Тот шатун где написано BMW 1500 1968 года на самом деле от 412 Москвича!!! И он таки уделал крутые шатуны заряженных Баварцев и фольца с ниссаном!!!!

[@AntekWyrwidomb]

Honestly, the xtrail really impressed me. Everyone knows BMW engines are tough. But this nissan rod looks pretty weak, but it does the job. Good job, man.

[@MesserschmidtBf]

Bei dem Auto von 1968 ist die Qualität des Materials eindeutig besser wie bei allen anderen Fahrzeugen!

[@doodskie999]

Cool experiment. Though rods are more stronger being pushed. Now to compare the old ones, the older rods are more thicker and heavier, but due to today's advancements in metallurgy, we can manufacture smaller and lighter rods that more or less exceeds the strength of the old thicker rods. Perhaps you can try to test it by pushing the rods next time?

[@MrMopar413]

Interesting that in most cases the bolts broke. There was one comment about the process of pulling apart but the comment was about compression on the rod. A connecting rod goes through multiple cycles of being under compression and lateral expansion and in between as it changes direction in a 4 cycle engine. Federal Mogul has graft charts showing the rotational stresses on their engine bearings . It’s quite amazing all the different stress put on rods , pistons, crankshafts during each degree on engine rotation. Sometimes I wonder how in the hell they actually stay together in the first place 🤔🤪😂👍

[@serro_1990]

the concept of making business more profitable is not to make parts indestructible, but rather make them fit for purpose, reduce waste of material

[@einarb86]

- To make test fair, it have to be connecting rods that never have been installed in an engine. (especially metal fatigue on bolts and Wrist pin end) * bolts holding crankshaft bearing have to be the same hardening (etc. 8.8) * connecting rods were stronger and heavier before (Cast iron), * now they are lighter, not common with cast iron. (usealy iron steel alloys like 42CrMo4, 43CrMo4, 44csr4, C-70, EN-8D, SAE1141, etc.)

[@Lawrence-uw6cs]

As expected that diesel rod didn't do too well for stretch but the x trail did surprisingly well! Compression test next? Id bet on the 1500 or tdi rod not bending 1st!

[@fastinradfordable]

Tdi rods are not strong. Stock vehicles bend rods all the time.

[@Lawrence-uw6cs]

@fastinradfordable yeah but why? They don't just bend! it's usually because a head gasket failure that has caused a hydraulic lock!

[@AtanasPaunoff]

Don't do this at home ? Yes, sure, I have 100 ton press at home :) LMAO

[@Adrian-mq5ld]

thought everyone has one lol

[@VoVaN14]

I like how the video was done but the thumbnail is misleading. a pressing test would be much more appreciated

[@dimitrisliakos5470]

The 67' 1500 engine used as was in f1 cars and produced well over 1000bhp with no problems...

[@johan.edlund]

Not with these rods.

[@marmanders7969]

It would be nice to see the rods strenght in compression as well. In a high Rpm NA enginge, the pulling forces will be the limitating factor of the rods, but in high hp(high torque) it will be the compressing force that limits the rods. Its not as black and white as you can read in all the "expert comments here". A big trapetzodial shape as the M3 rods have will be the strongest in compressing forces.

[@GhostRiderGSXR1000K3]

M5 ROD is from E60 M5 V10 5.0 not from F90 M5 V8 4.4

[@methanial73]

The connecting rods didn't fail most of the time, the fasteners holding them together did.

[@Steve1766]

they don't make them like they used to

[@Jamirio]

Retro cars were made to last long.

[@Steve1766]

@@Jamirio indeed because no Planned Obsolescence

[@ladamyre1]

Funny the comment about "compression" getting all the comments. True that is a consideration but not nearly as critical as big end stiffness and holding it's shape which is right up there with "stretch" and fastener failure, which seems to be the most common here. Con rods almost never fail under compressive forces. It's the ability to resist the centripetal force under high RPM and the ability of the rod cap to hold it's shape under that stress that determines when the bearings will fail or the rod will break. If the rod journal stretches out of round it will destroy the bearing in it and if the fastener fails... well we all know what happens then.

[@indotube8125]

1960's BMW the best material ..very solid string metal 🎉👍👍💪

[@jarekwitus3252]

Plus za pracę w teście, ale sam test nic nie wnosi, jedynie jakie są mocne materiały wykorzystywane jako zawiesia. Ale duży plus bo przygotowanie takiego testu to dużo pracy czasu i pieniędzy 👍👍👍👍

[@alecjefferson6993]

Yes Conrods are made for compression. This test means NOTHING 🤬

[@xrockslee2502]

Calm down Partner

[@degeneralist3.088]

Yes, it does; high rpm sustainability

[@robertoarezzo4809]

Allora se vokete fare la prova per resisyenza alla forza angolare dei giri motore dovevate pesare le bielle indicare con che metallo fatte e comunque la prova vera sarebbe meglio in compressione

[@degeneralist3.088]

@@robertoarezzo4809 please in English?

[@AURORA-wx8hy]

But you still watching 😂

[@supercoolsuperchill1896]

Many screws broke. Furthermore, cars back then had more metal, still didn't last longer. Look at the performance today, a VW TDI makes 600,000 km, back then a Golf Diesel was finished with 150,000 max.

[@Triggernlfrl]

It stays consumer grade crap...

[@narayanasamy119]

Need push test 😂

[@MetaloMan007]

So impressive and interesting, thanks a million. However, what I noticed is that the rods fail mainly from bolt fracture. I am not sure but the tensile test seems to me that it is stressing the bolt/bolt heads.

[@piccalillipit9211]

*EVERYONE IN THE COMMENTS SAYING IT NEEDS TO BE IN COMPRESSION* here are the facts: The rod is naturally MUCH stronger in compression - its the weakest in tension when its trying to throw the piston off the rod at the end of the exhaust / beginning intake stroke at maximum RPM. This is why the diesel rod does so badly - it never has to rev very high, yet it experiences a much higher compression ratio and combustion pressures than the petrol - this is why diesel engines are cast iron. Quote "The 5.2-liter V10 that debuted in the 2009 Audi R8 has the highest mean piston speed for any production car (26.9 m/s) " " high speed diesel ~14-17 m/s for automobile engines" CON RODS main failure is in TENSION, a compression failure usually occurs when hydraulic-ed or when the timing is advanced too much .

[@SecondShiftPleb]

I wonder if there's a benefit to having weaker bolts. Perhaps under unusual stress a weak bolt takes the deformation rather than the piston rod. So the bolts act as the sacrificial part. Cheaper to fix than replacing the rod. Idk, but in most machinery, if it's going to break, you'd prefer certain parts to break first rather than others.

[@paulowen-iy6vm]

Once the bolt goes the conrod is going to get jammed up somewhere and most proablly go through the side of the block. Replacing the con rod after that is the least of the owners worries

[@firstielasty1162]

If one bolt fails, the rod will not ever survive it. Other likely collateral damage often includes block, head, piston, crankshaft, and valves. It all has to survive, or it can all be "sacrificial parts".

[@jonny_037]

This test makes no sense: connecting rods are not sized for traction but are designed for compression and buckling.

[@jime8532]

Traction?

[@JamesMartland65]

There are some tensile loads that need to be accommodated in the design, as the piston is slowed down as it approaches TDC. One of the factors determining this load is RPM. There seems to be a correlation between peak RPM and bolt UTS (good design ?). I’d love to see fracture analysis after failure here. Why did the components fail at crack initiation? Materials or manufacturing processes? Thanks for your work, very interesting as always.

[@brunosilveiracintra]

This test is not valid. These parts, inside the engine, are just applied to traction during the air admission. The correct test would be the compression testing emulating when the expansion inside the cylinder happens.

[@Metal0rDie]

Lol. Nope..

[@arzvaelkerbourch380]

You forgot that an engine has 3 or more pistons traveling at opposite directions

[@wayando]

That Nissan Xtrail part went higher than I thought it would 😂😂😂

[@indotube8125]

Skinny but very strong too

[@MikeL-FL]

That M5 rod says S85 on it. Thats the E60's 5.0L V10. The F90 has the S63TU4, 4.4L Twin Turbo V8.

[@bigmatt2896]

It's the wrong shape for a start..... Fake video

[@manriquerosales9364]

WOOOOUU EL BMW MAS VIEJITO DE 1950-1960 GANO WEYYYYYY INCREÍBLES MÁQUINAS LAS DE ANTES DE 1980

[@KogiSyl]

Rods resist compression very well, and they resist extension much worse. Both of the forces act on the rods and accordingly during engine work, the forces are strong during in compression and weaker for tension. Reality is that rod is designed in optimal way for both of directions and if the design was good (no exaggerated or inadequate strength in any direction) then usually has equal chance to fail in both of them.

[@mario_acuna]

A mecânica dos carros antigos, sem dúvidas são as melhores, hoje em dia só fabricam lixo

[@فارسالتميمي-ع7غ]

Take a gasoline Hilux with a regular gearbox

[@iberiksoderblom]

Even if its a more or les useless test, I'm still very impressed by that old engineering of the 1500.

[@rayrooney4656]

Backwards test. What is the point?

[@fidelcatsro6948]

My cat says Point--> They dont makes cars as tough as they used to anymore!

[@fidelcatsro6948]

My cat says They dont makes cars as tough as they used to anymore!

[@jefersondoprado3619]

Car 1963. - 7:30

[@rodrigoros221]

La biela del 530 posiblemente tenía problemas desde antes, porque esa generación de motores era la mejor de todas!

[@ralanham76]

Okay thumbnail shows compression, but you pulled and the bolts broke. 👎

[@maikelgoncalves]

bolts are the weakest part :-) very nice video.

[@ocerrr]

why not compress them to show the real difference

[@jassinjahar3413]

Que bonito video... pero no puedes comparar diesel vs gasolina... Las bielas no estan diseñadas para tensión, funcionan bajo compresión la mayor parte del tiempo... El diseño esbelto de las bielas modernas se debe a que se utilizan mejores materiales y pistones mas livianos con el fin de reducir la inercia y poder trabajar a revoluciones mas altas y por lo tanto tener más HPs en motores pequeños de menos torque o turbo alimentados... Aun así, la pruebe esta excelente... 👍🏻👍🏻👍🏻

[@murrayhill4016]

This was a stupid test. The largest loads on a connecting rod are in compression. The rest are much lower inertial loads.

[@SmkWaSaBi]

a serious test would be a twist test... to see the benefits of 60 years of engineering regarding the starting points of all true connecting rod failures: micro-cracks and material defects. Plus a balancing test related to the mass.

[@Trustec.]

Thats an interesting test, but you should be testing for compressive force if you want to simulate the stress inside of an engine(torque), but those results give already some idea on how strong they are and if they can rev high.

[@tomtom77777777]

テスト条件を見た所意味の無いテスト打倒思った通りの結果でしたね。 コネクティングロットには、引っ張りではなく圧縮率力が掛かります。 その条件でテストをしなければ、結果はまったく意味が無いものになってしまいます。 例えば、コンクリートの試験に引っ張り力を基準にしますか？ コンクリートなら圧縮力です。 それと同じです。

[@cytherians]

Of course, the BMW 530 from 1992... hard to say if the same quality of steel is used in later engines, like the SAME YEAR as the M3 and M5. Not sure if this test is really useful. How about picking a real-world stress dynamic and checking that?

[@jeronimocerutti6063]

Qual a utilidade de testar tração em uma peça que trabalha com compressão?

[@oufdii7559]

Le tableau récapitulatif est une très bonne idée. Merci❤

[@johnjohnson9980]

Primary load is gasoline exploding in cylinder. Compression is primary load. The follow though stoke motion has some loading. Testing in non primary load is your choice.

[@jamesgravel7755]

That was pretty cool. Should try a lateral force next time. See how strong they are pressing the I beam. That’s where I’ve seen alot of them fail. Right above the big end. And bolts breaking are the two most common failures I’ve seen.

[@BarryGibson-e6x]

Shows how strong modern engineering has become even stressing in a opposite direction