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08-24-2012, 05:38 PM | #47 |
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And how do you make sure to not crush the tin top?
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01-27-2013, 06:17 PM | #48 |
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Here are Blackstone reports since the bearing change 14, 043 miles ago. I have since done 16 track days on the car. Below is the most recent report that has number for all prior reports since the bearing change at 59K miles.
Lead numbers are starting to go up a bit but not too bad and per Blackstone I am OK for now. I may have Randy pull the bearings later this year to take a look and see how the coated ones are doing. |
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01-28-2013, 08:07 AM | #50 |
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I think the moral of the story here is that if you choose to shift over 7000RPM you can expect greatly increased rod bearing wear and the need to change them frequently. Since in HPDE none of us are getting paid, I question the need.....
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01-28-2013, 12:39 PM | #51 |
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Rob- Here is my lead tracker prior to bearing change.
kennyfrc- I understand your point Re: DE. But if you don't drive the car at its limits on a closed course, where will you if ever. And then it begs the question- why have such a car if you are driving in fear? Besides, if the engineers wanted you to shift at a lower RPM, they would have lowered the redline |
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01-28-2013, 01:07 PM | #52 | |
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01-28-2013, 01:38 PM | #53 |
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now the engineers are getting their way in the M's.
turbos and lower redlines....
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01-28-2013, 06:57 PM | #54 | |
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When I owned a Mazda RX8 that I tracked S**T out of I saw this play out first hand. One guy in the club insisted that every shift be made at 9K RPM and to date has been through 5 engines. Another short shifted at 8000-8500 and now has 130K on his car(20K+ track miles) with the original motor! Both compete in NASA time trials, and the difference in their lap times is immeasurable. I am by no means terrified to rev my car out to 8K under some circumstances on either on the the road or on track. I'm just saying that I don't see any gain in making sure I kiss the needle to red, every gear, every time. As long as my UOA keep coming back with lead at 0-1PPM this is the method I will continue to follow. My only point here is that wear is greatly influenced by the driver. Respectfully, KFRC
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01-28-2013, 07:15 PM | #55 | |
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FWIW, I usually shift around 7600-7800 rpm except at times when shifting is not feasable on usually the long straight at certain tracks. Though I am getting quicker to actually have enough distance to get into 5th. That being said, Randy has seen wear on bearings to the point of needing a replacement on purely streen driven S54s around the 50-70K miles. I don't think its just RPM related though RPMs do contribute to it. How many track events do you do in a year? And how many miles on your car? |
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01-28-2013, 07:33 PM | #56 | |
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The Mazda sucked for anything other than track work!
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01-28-2013, 08:01 PM | #57 | |
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I do about 12-15 track days a year in this car (close to 70 days since I bought it 5+ years ago) and am more than religious with maintenance and oil has been kept fresh and clean the entire time - 3-4 track days per oil change. I think my wear is quite representative of an S54 driven this much on track. |
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01-28-2013, 10:02 PM | #58 | |
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01-29-2013, 07:27 PM | #59 | |
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10 is pretty high, but more importantly you want a progression as well. Bearing install is cheap compared to needing a new crank or an entire engine IMHO so def plan for it. |
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01-29-2013, 10:39 PM | #60 |
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I don't get the whole "keep it away from redline" thing. If the crankshaft is balanced it's balanced. Right? and if the tolerances allow a bit of slap at the bearings, that is another thing...
Does this go back to the original issues with the S54 at the launch of the e46 M3? The crank bearings were suspect then also... as out of spec from the vendor... but perhaps this is "the" wear item of the S54.
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01-30-2013, 05:52 PM | #61 | |
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I'm one of those with a 22 ppm lead on one of my samples. I think that I withdrew a bad sample. I decided to sample halfway after that first one to see the extent of bearing wear or if it was an anomaly. My lead is still higher than I want it to be, but I will keep an eye on it and change out the bearings in a year or two. |
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01-30-2013, 09:26 PM | #62 |
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This was my first oil analysis. I will do another test on my next oil change. I noticed my sodium is very high but everything else are within range except for lead content is a bit high. It will need some history to see if or when I need to replace my bearings.
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01-30-2013, 09:57 PM | #63 |
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Does anyone feel that if lead is at our near 0 PPM that rod bearing wear is almost nill?
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02-03-2013, 02:03 PM | #64 |
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So Kenny... have you done the UOA yet?
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02-03-2013, 03:45 PM | #65 |
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I have around 2000 miles to go on this oil change. I will post result as soon as I have them.
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02-19-2013, 07:35 PM | #66 |
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Bearings
So after the lead wears down, what is beneath it, copper?
Obviously a harder metal. If the crank is forged, what is the risk of worn bearings? Especially if they are intended to wear ... (Assuming good oil is kept in the crankcase with reasonable OCIs) It would be interesting to get Mike Miller's input on this, or a veteran from the CCA or BMW side of things.
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2002 330i Dinan, 5MT 2000 Z3 Conforti, 5MT Last edited by G80indy; 02-20-2013 at 04:10 PM.. Reason: clarification of question |
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