Скачать с ютуб How The Gear Shift Indicator Is Slowly Destroying Your Engine And Why You Should Ignore It в хорошем качестве

How The Gear Shift Indicator Is Slowly Destroying Your Engine And Why You Should Ignore It

Get your Manmanscaped here: https://encr.pw/YE1DU Don't forget the code for 10% off! Support the channel by shopping through this link: https://amzn.to/4hdUdlc Patreon:   / d4a   Become a member:    / @d4a   Grit:    / @grit00000   What the gear shift indicator often does is that it sets a trap for you. It gets you into a high-gear which sets you up for engine lugging when the road conditions change suddenly. During engine lugging we have very low rpm, which means that we have minimal piston speed. At the same time we are opening the throttle more which means that we are allowing an increased quantity of air into the engine to which the ECU responds by injecting an increased amount of fuel into the engine, which means that we are creating larger combustions and increased combustion pressure. But our piston is moving super slow which means that the increased combustion pressure we have created really has nowhere to go resulting in a massive load onto a slow-moving piston. At the same time the low rpm means that by the time combustion reaches peak pressure the conrod and the crankshaft are not yet in the position of optimal leverage. The overall result is that we violently shove the piston into the cylinder which leads to increased wear on the thrust side of the piston and the cylinder. The increased combustion pressure confined in a minimal space means that in some cases knock or detonation may occur inside the engine. As you know knock is abnormal combustion that can range from mild to extremely destructive, but even mild knock if repeated often will slowly destroy an engine. Now, armchair tuners and mechanics will tell you that modern engines are equipped with knock sensors with very clever and very fast ECUs that can stop knock. And that is true, but it’s very important to understand that there is a difference between preventing and stopping. Modern ECUs cannot prevent knock they can only stop it, which means that knock first must occur and be detected by a knock sensor for the ECU to react and stop it by either retarding timing or adding more fuel or controlling your drive by wire throttle to reduce throttle. But the problem here is that if knock occurs during lugging we are already at very low rpm. And if the ECU reacts by retarding timing or adding fuel or reducing throttle it will lead to an even weaker combustion which will lead to even lower rpm and even higher vibrations. These vibrations occur because a car engine with a manual transmission is not designed and therefore unable to propel a vehicle at excessively low RPM. Try riding your bicycle very slowly or uphill in a very high gear. It’s often impossible. And when it’s possible it’s an absolute torture and creates increased strain on your pedals and other components. An engine is not different. By being in a high gear at low speeds you are removing the mechanical advantage of your transmission. The transmission is working against your engine instead of working for it. Another problem associated with excessively low rpm is that we have very low flywheel speed which means that the flywheel is unable to smooth out the power pulses coming from the engine which leads to increased vibrations and thus increased wear and tear on your drivetrain and especially your engine and transmission mounts. Now manufacturers are fully aware that they are asking you to drive your vehicle at ridiculously low rpm, this is why they invented dual mass flywheels and later dual mass flywheels with pendular weights. These are designed to actually obscure and mask the vibrations that occur when an engine is being operated at excessively low rpm so that vehicle occupants don’t feel these vibrations and think everything is ok. However, by operating the engine at excessively low rpm you are actually torturing the springs inside the dual mass flywheel which eventually leads to the failure of said dual mass flywheel and said dual-mass flywheel is not cheap. But even if you don’t have a dual mass flywheel, trying to operate the engine in too high of a gear will often force you to try and slip the clutch to prevent the engine from stalling which over time can lead a to burned clutch or even a warped flywheel in extreme cases. But wait, there’s more. Remember how we said that we’re creating a massive load on the piston well that load is occurring at low rpm and your oil pump is driven yb your crankshaft which means that at low rpm we have very low oil pressure and what do we get when we combine high loads with low oil pressure? We get insufficient protection. A high load on the piston leads to powerful transmitted through the rod and onto the rod bearings which now only have a pathetic little low-pressure piece of hydrodinamic misery to protect them. The long-term result? You guessed it. Rod knock. 00:00 Important Part 03:52 Try clicking somewhere here