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01-31-2014, 09:12 AM | #1981 | ||
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01-31-2014, 09:22 AM | #1982 | |
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I can take side pictures however. I may already have that. I will check and report back. Soonest would probably be Sunday. |
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01-31-2014, 09:40 AM | #1983 | |
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To figure it accurately you need the gasket volume, bore size, dish cc, and cylinder head volume.
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01-31-2014, 09:54 AM | #1984 |
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So isn't it clear BMW knew what they were doing now? Funny I don't see bmlvr around chiming in how incompetent BMW is now. Sounds like they did everything right.
.and who is to say if everyone used 0w40 we wouldn't see many failures for different reasons or equal number of failures. Aren't we missing the benefits of thicker oil that are not present in less robust 0w40? I just don't doubtwe would trade a small number of one kind of problem for another kind of problem if all people used 0w40 |
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01-31-2014, 09:56 AM | #1985 | |
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01-31-2014, 10:15 AM | #1986 | |
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I didn't ever say that BMW as a company was incompetent I just stated the fact that I know how decisions made by certain departments within a big corporation can be flawed. I can make this statement because I work for a corporation that is very large and I see these types of mistakes/oversights happen often. I still stick by my guns on my statements that the S65 is built too tight for its intended usage and oil recommendation. If BMW were using an oil with better cold flow characteristics I would probably be less uncomfortable with the clearance. Also of note is that if a thinner oil was used the increased flow rate to the bearings may very well lower the temperature of the bearings enough that it would actually result in a higher viscosity at the bearings due to significantly lower temps. Remember flow is king for keeping bearings cool! P.S.: I don't think that it is a coincidence that the S65 and S85 are two of the only BMW engines that have no published clearances in their service information! I think that BMW AG must have realized the questions that would be raised had they published the numbers publicly. |
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01-31-2014, 10:33 AM | #1987 | |
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That was pretty much a douche statement. I see he already responded to this so nevermind.
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01-31-2014, 10:35 AM | #1988 | |
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Oh the days of the carburetor. Letting normal people go really fast with minimal money. LOL
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01-31-2014, 10:55 AM | #1989 | |
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Some of the best times I spent with my Dad as a kid were when we worked on old Mini Cooper S trying to get it repaired in time for me to go to work the next morning. There wasn't much on it that didn't get rebuilt (the engine 4 times!)...we sleeved and skimmed the crap out of the block so much that it needed 101 leaded fuel to run properly. |
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01-31-2014, 12:00 PM | #1990 |
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Q: Do you recall if the signs of detonation were predominantly on supercharged over NA bearings? Or did you see signs on each?
A: It was all supercharged engines. The NA engines didn't show signs of detonation. Dark Green are my additional words. |
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01-31-2014, 12:56 PM | #1991 |
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Thanks RG. There's a lot to regurgitate but let me know if I got this right:
Clearance is fine but there is obvious signs of oil starvation Using proper viscosity for the climate, clearance and driving conditions apply to all engines Thick enough oil recommended though to film/protect bearings when engine is under high load Increased timing, low octane, oil starvation, and blowers all can contribute to the grenading. The NA engines do not show detonation but the "blown" motors do. Both show signs of oil starvation however. The sky really is falling. Seriously though,is there another reason that is causing the oil starvation other than oil too thick to flow thru clearance. Is it possible that adding half a quart more oil may help?
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01-31-2014, 04:11 PM | #1992 | |
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I did a search in this thread, I can't find where BMLVR said BMW was incompetent, but even if he did, I think most of us are smart enough to put it into context. He obviously holds BMW in high regard, he bought an M3 and doesn't plan on selling it. While I think the Clevite rep is smart, knows what he's doing and I appreciate what he's done for us, that doesn't mean he's totally right, remember they made the bearings that are being analyzed, lol.
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01-31-2014, 06:47 PM | #1993 |
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Pretty sure they just make the bearings to the specs bmw provides....
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01-31-2014, 06:50 PM | #1994 |
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True, but how does one really tell if the excessive wear is oil starvation from a possible tight clearance issue or from too thick an oil? Either way if it's one of the other and if true, it means BMW may have got one of them wrong.
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01-31-2014, 07:21 PM | #1996 | |
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1. Engine life and oil film strength by more evenly spreading out forces on film. Both require tighter clearances and they had longevity goal and oil film goal .2. 10w60- as people pointed out first it sheers to 50 weight immediately, then given its viscous it holds heat and for given engine temp probably stays hotter than lighter oil which also makes tws thinner at these temps. So its really not behaving like a 60 weight. They had to find something with strong enough film while still flowing through bearing clearance and maybe 10w40 flows a bit better but if tws still flows well and provides more cushion than although not perfect, it provided most overall protection. . Given we don't know all this it seems reasonable they had no perfect choice and went with the best compromise. Take out failed supercharged engines and there are a handful of NA failures |
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01-31-2014, 07:45 PM | #1997 | ||
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01-31-2014, 08:14 PM | #1998 |
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I see some of the engine failures being listed as "catastrophic" and others less so. Do rod bearing issues generally result in the need for an entirely new engine?
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01-31-2014, 10:30 PM | #1999 | |||
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I try to react and make decisions based on real numbers (usually statistics and often uncertain, but based on the above % my answer is simply, yes.
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01-31-2014, 10:35 PM | #2000 | |
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I find the claim that the engine is oil starved enough to get metal to metal contact at start up just about as hard to swallow as BMW M engine engineering massively screwed up their clearances.
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01-31-2014, 11:42 PM | #2001 | |
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A catastrophic engine failure is when things go a little to far and you end up with a block that has holes in it. If the rod gets too hot due to bearing failure, I believe it can momentarily weld itself to the crank (experts please correct me here). When this happens, the rod stick to the crank. The momentum of the moving crank is so great that the rod snaps, rod bolts may break, pistons get broken, and a hole is usually found in the block. This type of failure is catastrophic and needs a complete engine replacement. Compared to a normal bearing failure that is caught in time, I think this type of failure is much less common. |
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02-01-2014, 12:00 AM | #2002 |
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Couldn't at least one of the heads typically be saved and both if no pistons failed catastrophically? Under warranty you would most likely get an entirely new "short engine" as BMW calls it, but doing the work out of warranty that might not be the least expensive route.
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