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12-22-2012, 04:03 PM | #111 |
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Approximate cost of a build like this :
Darton Sleeves $2400 Crank $4500 Rods $2400 Pistons $2400 Head Gaskets $400 Engine Gaskets and Seals $1500 Dry Sump $7000 Motec Stand Alone ECU & Wiring Harnesses $12500 Labor $4000 Dyno $1200 Tuning $1600 Schrick Cams $4000 Total $43900 |
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12-22-2012, 07:10 PM | #112 | |
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Time to withdraw the college funds for my future kids
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12-22-2012, 08:00 PM | #113 |
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12-22-2012, 08:12 PM | #114 |
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In my view the dry sump is superfluous, but no doubt this is the best way to do a track built motor. I wonder about the heat transfer ability of the sleeves as well.
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12-22-2012, 09:16 PM | #115 |
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The stock oil pump is very efficient and up for the job and i don't buy anyone saying motor were blown cause the oil pump,BS !
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12-22-2012, 11:49 PM | #116 |
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That would be the easy part, convincing the wife would be a battle I'd never win but man this is sooooooo damn tempting. I do wonder the longevity of the engine? That and if raw performance is what we all want, wouldn't it make more sense waiting for the new M3/M4?
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12-22-2012, 11:52 PM | #117 |
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I will touch on price in the proper forum with a proper for sale thread This engine, dry sump kit, ECU, harness etc came in around 35k.
Stock bores are often absolutely fine - no doubt. One of our partners has cranked out some amazing and durable S65s without sleeves. We have 1000s of sleeves in race motors that keep on going. We are sleeving 2 S62s, 1 M62 and 2 S54s these next 2 weeks in the shop. http://www.vacmotorsports.com/blog/a...our-bmw-engine
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12-23-2012, 07:31 AM | #118 | |
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I can't wait to see the new M4 and some real specs . |
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12-23-2012, 12:25 PM | #119 |
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I was talking to a friend from Saudi and we were discussing this topic. He was telling me how they would rather do a V10 transplant than a stroker engine. This got me curious as well, would this be an ideal thing to do? cost vs performance gain?
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12-23-2012, 04:11 PM | #120 | |
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12-23-2012, 05:14 PM | #121 | |
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Best bang for buck performance mod with the S65 is a supercharger. For around $15k, you can get kits from VF Engineering, ESS or AA that are advertised for 650 BHP (over a 200 BHP gain on a stock setup) |
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12-23-2012, 05:39 PM | #122 | |
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I have considered super charging the car, but I had to priorities the fund. At the moment my wife's business comes first, but she did promise that when the business does well, I can join the big boys club. Here's to hoping and maybe a VT super charger in the near future.
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12-23-2012, 05:43 PM | #123 | |
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About your previous statement (whether or not it'd be worth waiting for the new M3/M4), there's a lot of variables:
Assuming the new M motor is mod-friendly like the N54, it'll be great to see the HP numbers jump with quality tuning (especially with E85) and mods (downpipes, aftermarket turbos, etc) |
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12-23-2012, 06:39 PM | #124 | |
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Totally agree with you and lately I've seen some well priced SC Kits. The dilemma I had before was my 2 year warranty. Few folks here suggested waiting till the two year warranty lapses then super charge the car. To be honest, the car is fast enough, though I wish it had more low end torque. Aside from that I'm content with the performance. I was thinking a VT2 575 kit, easily upgraded to 600+.
I love the high revving engine and I don't plan to sell or trade my car in for the new M3/M4 anytime soon. Quote:
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12-23-2012, 10:58 PM | #125 |
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This kit is just too sexy!
Though stroker kits are the priciest approach to gaining power, nothing beats attaining a naturally aspirated motors characteristic. We are entering a new era of engines that reflect heightened economic and environmental constraints. I have no doubt the next M3 motor will be any less sensational or receive less praise than the one it is superseding. This is BMW. To an engine that was built purely on passion and may never be seen again. Long live the S65!
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12-24-2012, 12:02 AM | #126 |
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It all depends on the service demands. Frequent track use? Hot climates? I'd stick with an N/A build.
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01-06-2013, 09:24 PM | #129 | ||
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Cylinder liners will also be used on blocks when the increase of the bore diameter leads to rather thin cylinder walls that can no longer handle the stresses of the combustion. Some engine designers utilize sleeves to their advantage to try to get the smallest and lightest block possible and work in into the design from the beginning. Good job describing the oleophilic nature of Alusil Quote:
Mike, many years ago, I was working on sleeving a motorcycle engine. One of the things that needed to be considered what the deformation of the bore at temperature. When you guys are sleeving the engine, are you mounting a heat exchanger to the top of the block to simulate the operating conditions, thermally?
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01-08-2013, 03:23 PM | #130 |
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Sorry for the delay guys.
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01-08-2013, 04:00 PM | #132 |
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