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09-18-2013, 03:53 PM | #67 | |
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09-18-2013, 05:38 PM | #68 | |
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I don't know enough about engines to speculate on correlation between pressure and failure rates. Seems plausible though, but you would think they would have thought of that.
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09-18-2013, 07:43 PM | #69 | ||
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09-18-2013, 07:52 PM | #70 |
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You'd think the smart folks at BMW would learn from past mistakes. Any word on whether street use of the S65 suffers the same ills?
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09-18-2013, 08:53 PM | #71 | |
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http://www.m3post.com/forums/showthread.php?t=824004 There is also a thread of an S65 owner with 100K street miles and I think one or two paris of his bearings were down to the copper (I think) layer. http://www.m3post.com/forums/showthread.php?t=880264 They have and hence switched to turbo motors that rev a lot lower. They of course have their own set of problems with carbon build up on valves, valvetronic noises, fuel pumps etc. I think high performance and strained engines just have weak points which get exposed sooner when regularly driven to their limits and beyond. Last edited by pal; 09-18-2013 at 08:58 PM.. |
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09-19-2013, 05:20 AM | #73 |
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Just to tease you a bit, here's how a rod bearing looks like in an allegedly poorly maintained BMW M70 engine (first generation of V12 used on E32 7er and E31 8er), after 170,000 miles (~270,000 Km):
Nothing can beat the endurance of a low rev, low stress (300 HP out of 5,000 ccm) n/a gasoline engine Source: http://bmwe32.masscom.net/sean750/en...0rebuild_3.htm (scroll down about 1/3 of the page) |
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09-19-2013, 09:16 AM | #74 | |
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09-19-2013, 09:18 AM | #75 | |
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09-19-2013, 11:05 AM | #76 | ||
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What I mean is: why go with aftermarket rods? Do you need extra lightweight rods or do you think the bmw rods are not strong enough? Quote:
Maybe you can influence cavitation erosion with oil pressure and oil thickness. I don't know. Some bearing surfaces are more sensitive to cavitation erosion than others. But I've also seen pictures of s85 bearings with typical round/oval wear spots.
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Last edited by GuidoK; 09-19-2013 at 11:14 AM.. |
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09-21-2013, 08:20 AM | #77 | |
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That being said, the reason to consider Pauter/Carillo is because they are lighter and possibly allow me to use a lighter aftermarket piston as well. And partly because a reputed racing shop like RRT says they have had good results building motors with that. And the side effect may be a bit more power from lighter rotating components. Yes, high revs and long strokes kill bearings. This is evident as my top bearings (that take the most load on power stroke) were worse than the bottom ones. |
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09-22-2013, 03:51 PM | #78 | |
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Since Andrew is having trouble activating his account on here, he asked me to post the following for him: “Just to respond to some of the comments in this thread, we have some more details and photos on the S54 rod bearing widening kit here: http://store.langracing.com/s54-rod-...-modification/ Also, we have built and shipped engines as far as Korea and the cost isn’t that high. I think Korea was 850 dollars to ship a long block. There is the possibility to ship fully assembled S54’s globally but shipping a modified crankshaft kit really isn’t very expensive. Crankshaft weight is about 50lbs. Sean also brought up a comparison between the S54 and the S14. Yes the S14 had some rod bearing issues but nowhere near the extent of the S54. When looking at the S54 we see an engine that is built to the limit almost from the factory. We have very little space between the cylinder bores and the stroke (bore 87 mm x stroke 91 mm). The stroke is also relatively for an S54 compared to most BMW engines. The piston velocity on the S54 revving to 8k RPM 4773.33 Ft/min, this is the fourth highest for a production engine. There was nowhere left to go on the 6 cylinder naturally aspirated platform for BMW, hence the V8 in the E90. What that means to me as an engine builder is we have to take extra precautions when building these engines, particularly for race applications, even more so than when we build S14’s.” Last edited by XMetal; 09-22-2013 at 10:18 PM.. |
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10-07-2013, 03:01 AM | #80 |
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I plan to perform a preventive replacement of the rod bearings on my E86 Z4M, and I understand that ARP rod bolts are reusable, therefore I am considering to use ARP instead of BMW bolts.
I have noticed that VAC Motorsports sells an ARP Rod Bolt Stretch Gauge, which may provide a better preload of the rod bolts, compared to the classic torque wrench: http://store.vacmotorsports.com/arp-...p1731c229.aspx If anyone has used the ARP Bolt Stretch Gauge for torquing the S54 rod bolts, I would appreciate a brief review. Is it easy to use and accurate? Do you recommend it over the torque wrench? |
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04-12-2014, 12:42 AM | #81 | |
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Ive done it a few times now. If you want a couple tips give me a call, fairly straight forward job but just a couple tricks that make it a lot easier. Always use rod stretch whenever possible. That's my primary reason for using arp over oem. Better accuracy. Make sure you measure starting lengths of every bolt and keel that info. Youll need it when you do the bearings in the future to make sure the bolts didn't stretch permanently. |
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04-14-2014, 02:12 PM | #82 |
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I am currently in the middle of this issue. Going with the Bimmerworld kit with the ARP bolts.....and now a Dr. Vanos cryo hub
But that should remedy any and all of the weak spots on this engine.
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