I thought critically once. It hurt my brain and I got yelled at.

As a control systems engineer this shows an important point most people miss - Don't try and control a physical system faster than it can respond! It usually doesn't end well. I would be interested to know what would happen if the traction control input could be rate limited - ie. instead of oscillating wildly between 27 and 9, do it "slowly" over 0.3 seconds or something.

Well explained Steve, and in layman's terms that actually makes sense, this channel just gets better and better.

Hello Steve I'm not a racer. I'm not a huge car guy. Heck I haven't even owned a car the past 5 years. But your content still speaks to me and I enjoy it so much! Keep doing what you're doing with youtube, your personality, knowledge and passion to teach attracts people from all sorts of fields. much love from switzerland

Great stuff...not to mention the torsional vibrations through the drivetrain as the engine is speeding up and slowing down on a super fine level from moment to moment...

Your description makes a ton of sense. Getting fuel pushed into the rings when it pulls it back and then giving it full load is a great way to detonate in your ring lands.

I started out tuning on MegaSquirt and Hondata and UTEC and several others, back in the day...bloody hell but was a long ride learning how to street tune, a ride through a good few motors...... and not having to pull EPROM's and build a flashing jig was an EPIC advancement(for MOST tuning, anyway)...anyway.....I have known some pretty great tuners over the years, and I can tell you this from my experience over the last 30ish years. I have seen some maps and driven some cars that were supposed to be 'tuned' by 'somebody who is supposed to know what they were doing' who OBVIOUSLY didnt....seeing Steve pull apart this tune to SHOW why it could have been done better is a joy to watch!!!! I used to call these wonky timing issues created by guys who really didnt KNOW... 'timing cliffs'....and then 'lets watch this tune fall off the cliff!!!' and then the magic smoke ensues and.....yeah.... When Steve speaks, LISTEN TO EVERY WORD. You WILL profit. Steve, you get me wanting to dust off the old TOUGHBOOK laptop and cables and start data logging again....lol i wonder if it would all still work... 0_o

That’s one Smart Mofo right there. Luv the intricate detail on the amount of times the engine actually does cycles. Thanks mate. Keep this coming. I’m running a FT system and can learn so much from it. 🇦🇺🇦🇺

I just love watching this guy talk sense. Clever man.

Thanks again Professor Morris, another great lesson today !!!

you are definitely, one smart man, Mr. Steve Morris. Hopefully, the customer will wise up and listen to you.

Very interesting. Would love to see a pic of the piston damage caused by this.

Steve back with some knowledge bombs!

Steve I am so fascinated with your knowledge, keep it up I am turning 65 in November and being a retired mechanic after 48 years I totally understand your thought process in figuring out these issues, and yes I forget a lot of stuff keep your brain alive as I am relaxing a lot more now and enjoying life here in Arizona..

Steve Morris' Engine guy humble opinion=GOLD

Makes sense. You use the same timing fluctuations to create heat at low rpm to help build boost quicker (hotter exhaust). If the timing is doing this same type of fluctuation at high rpm. It's going to keep building excess heat, as your egt's show. Man, that's cool to see you break down and then extrapolate the root cause/s of the failure/s using blended data streams. You can literally see it without having to model it. IE: You know your cr@p. Always entertaining! Thank You

That was a very good lesson, Steve, thank you.

Comes down to the. "what makes it live" steve mantra.. True wisdom. Make it last to come in first.

Thanks for putting this information out! I'm just getting back into the serious racing scene after being gone for about 20 years. As it said "back in the day" we ran carbs and didn't have these fancy electronics and traction control back then was the heaviness of your right foot which the engine could keep up with. These fast electronics are capable of switching 200 times per second and making those massive swings is going to lead to carnage. I'm betting it's more than just a couple of pistons. I wouldn't be surprised if the bearings didn't suffer due to harmonics as well. My theory is to leave the traction control loose to prevent MAJOR wheel slippage in the first 3 seconds of the run (on a mid 5 second car 1/8 mile) but allow a little wheel speed. Engines are expensive, WAY more than any 10 purses you could potentially win!

That was RAD, i love when you explain data like that. Very educational. Keep doin what your doin !

Gosh you are the smartest man on the earth thank you Steve for some well learned content

Thanks Steve for really going through and explaining this to us👍👍👍

This was really a nice “This just needed to be said” style video. Good work racing brother

We love you Steve !!!

Steve I could work for you and have a ton of fun learning and wrenching on these super nice rides. 25 yr auto tech shop owner here! I absolutely envy your ability to teach! Your explanations make total sense and the way you convey them is fantastic! I also admire that what appears to be your desk is still in the shop and not a closed off from the world office space. Keep ‘em coming. Maybe we will meet some day

That is the kind of videos I enjoy . Not every day "basic" knowledge.

I have a Gen3 Hemi with an EFI Source Goldbox and use Tuner Studio to program everything. I'm a dummy when it comes to the technical stuff and have had help from someone who's learning me on how to use it. I find all this technical stuff that you show very informing. I'll never use traction control but when you explain things like you do I can understand them and it makes sense enough I can apply some of it to what I'm doing.

Best tech content for tuning I’ve seen so far. I’m surprised that poor engine held out as long as it did.

it's the changes to timing causing flux on valve return time which is causing induction pressure flux which then resonates into rich/lean per length of intake. the turbulence evens itself out by way of the amount of surface area available. imagine a garden hose with low water pressure, if you hold it vertically over a container with water in it, at the correct distance for the pressure and flow rate it will run silently with almost no surface ripples. too far away and the resistance of the turbulent air disrupts the density of the water coming out of the hose which then equalizes against the surface tension of the water, making noise and turbulence.. same kind of thing but in this example its making most cylinders far too rich and the other 2 far too lean. (path of least resistance gets the induction.) tell him to take longer to build the boost or adjust his boost controller to be more agressive with less timing pull?

While the TC is pulling 1/2 the power out, it's putting 2X normal heat into the pistons and combustion chambers for a total of what, ~8 seconds (staging+run) before letting the engine put out max HP the last 1/2 second. It's too hot and late at that point to expect max power output, detonation/meltdown is inevitable. Look up 2618 aluminum properties at 500-600 degrees F. It'll need unobtanium internals to withstand that torture test.

Thanks Steve! Love the analytical approach to problems.

I've always said this with electronic controls and nannies on cars. You can make a car fast with electronic wizardry, but it's a lot better to design it to be "mechanically" fast to start with. Traction and stability control are amazing things, but they are no replacement for a car designed to go fast without them.

That’s why Steve is Steve ! ❤

I have a 2009 Pontiac G8 GT 6.0 Liter V8 with a Magnuson Supercharger, Headers, Cam and other performance options. It was Dyno Tuned and it is a Beast! I was told by the shop that did the mods to absolutely Never Run Traction Control if I tracked the car or planned to run the car hard. They told me, simply put, the opposing forces could destroy the engine. If you run a high performance car please take this wise advice. 👍

Great video. Makes sense. Same deal with cleetus running around all day banging the antilag button in his new supra until it blew up lol.

Steve I’m learning so much from your channel. Even though lm 68 years old and drive a 60s muscle car I’m learning something new on every episode. BTW I only live 15 minutes from Rosslers shop and it’s great to hear a local guy being mentioned on your channel. Keep teaching!

I feel like I'm an apprentice watching Steve, I've learnt so much

I learned something that I didn't know yesterday. Awesome.

Thank you Steve! God bless your family at home and at work...

Interesting Given the explanation, I assume the piston either melted or suffered detonation damage…or both

Brother Steve, you're a frickin' genius!

Thank you Professor Steve for this invaluable math lesson.

Makes you wonder (without knowing the valve event timing and fuel type) if its pulled enough timing to afterburn the cyls, goes whoosh instead of bang. Cool follow up video would be of the piston and ring lands. Drill the top of the pistons to see if there was enough heat/cold cycling to cause annealing. --very instructional video (grabs laptop to change tune ;))

I come from a Nitrous background starting in the mid-90's till even now, I still do Nitrous stuff here and there. I remember when the 7531/7531T came out. We never used the T. We always made the car work by chassis adjustment, taking a little more timing out, disabling a stage or two, timing them out further, running the progressive out more, depending on the track or when in mexico. It seems a lost art anymore! Make the car work it's best without relying on a crutch such as traction control, when it's best at a bad track then click on the traction control to where it barely needs to compensate to get a good pass. On a good track it will do well and won't even come close to getting on TC. My two cents!

That is some great information. And put in a way that I never thought of, thank you for sharing to make us all better racers, tuners, or enthusiasts!

AWESOME VIDEO Steve! I've never heard this concept (which has been touched on by others) explained so perfectly before. EVERYone tuning an engine for quartermile should understand this.

“The More You Know” ✨👍✨

World's best Internet auto shop teacher!

Thanks for teaching today Steve

I love these tech videos. I'm a racing fan not a driver (YET!) and I still love learning about these issues.

Great video! I'd like to see more like this, maybe a series on reading data logs and what to change to correct the issue.

Excellent technical information. Thank you.

Thank you for sharing that!

All this knowledge for free thanks Steve sincerely.

Awesome tutorial Steve!

Great information and knowledge!

I'll definitely be paddling instead of traction control thank you brother

Really enlightening Steve lot of knowledge in your field

Great lesson ! Thanks for sharing .

This is amazing stuff Steve. Thanks for sharing

Brilliant! Thanks for sharing this!

Thank you so much for this. You teach were I can understand 💪

That was very interesting and informative; plus it makes sense the way you describe it. Very much appreciated, thanks Steve.

Watching this helped me understand my engine failure more in depth. I do appreciate that! It also will help me set up a better tune, and understand the mechanical limitations of my setup. Great info!

Thanks for the tip, Steve 😊

Love the explanation Steve and all makes perfect sense

I learn so much from this channel! Thanks Steve

All i can say, is FREAKIN AWESOME, great job explaining the exact happenings inside the cylinder walls. Another fantastic informational video. Thanks Steve

Super interesting breakdown. Well done 👍

Great way to enlighten us on how this works. Love the videos. Keep up the great work and increasing your knowledge and ours.

Saving my engine parts 1 day at a time, with Dr. Steve!! Dang I have learned a lot from you brother! I know you have learned a lot in your walk as well. I truly enjoyed this video, thank you Sir. Now if I only had a hot rod with enough power for traction control… wha wha wha.

Great info as always, keep it coming!

Great explanation Steve.

Great lesson there!

Dang it! I learned something! Thanks Steve!

As always great information! Thanks Steve

Brilliant! I like the way you dumb it down for us. It makes perfect sense when explained correctly. Thank you.

Thanks Steve very very much for showing us some things us professionals would never know.. Good luck

Excellent video! Thank you for sharing!

Super educational! Appreciate the break down! And teaching us this critical information.

Absolutely love tec talk with data logs

I am not a racer but I love your channel and all the info you put out. Thank you!

Super video. Great explanation of this aspect of tuning!

Tanks for the class Professor.

Good info Steve 👍🏽

Good explanation! Thanks for the info.

the traction control science was what racers need to here. I my self thought that has to be extra hard on all the drive parts. I do know what that engine go threw.

Informative. Well stated thanks.

Steve, thanks for yet another masterclass! 🙂

This was a very interesting and insightful video!

Steve I'm sure you have heard this before but you are smart af man

Great job explaining that .

Excellent Tech. Keep it coming!

So cool and most guys would never make a video like this to explain what actually happened. Once again KING OF BAD ASS HORSEPOWER!!

This is why I bought a Steve Morris engine!

PSA: Arc plugs. When you grind on metal you make sparks. An electrical arc is created to ignite the fuel mix in these engines. Let's GO! Amazing work! I love it!

That is awesome info brother

Awesome info thank you very much for posting info like this

This was another insightful episode of CSI: Morris (Car Stuff Investigation). 😁😎🤟

nice great lesson