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06-13-2013, 07:26 PM | #243 | |
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The factory rods & crankshaft are very stout. What is truly only needed are lower compression pistons and rod bearings. While at it, I would recommend doing ARP fasteners to ensure that the rod bolts don't stretch and cause a rod bearing to spin and destroy the engine. Since the factory engine is designed as a naturally aspirated system, the head bolts are also not designed to take a lot of longitudinal load. An example of this would be higher boost targets causing the head bolts to also stretch causing the head to lift off the head gasket and block. Minor change and expense to consider when doing an engine rebuild to prevent failure. The factory valve springs are beyond adequate and the cylinder head is precision machined, there would be almost no advantage to port and polishing this engine. Needless to say, the cylinder head is a work of art.
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06-13-2013, 07:30 PM | #244 | |
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I was just reading about the head lifting on the s65. But their are no after market head bolts made. |
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06-13-2013, 09:08 PM | #245 |
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There are aftermarket head bolts and head studs made for the S65.
I'll help you put some real numbers to a build. These are invoice prices from an actual LC build. Some machine work was done at Dinan, and the build was done by a local BMW tech. These prices do not reflect any discounts, but approximately 15% discount was applied to the parts list. $2785.55 - Mahle LC Pistons $2978.80 - Carrillo H-Beam Connecting Rods $450.00 -- Upgraded valve springs $900.00 -- Head stud conversion $1554,08 - Gaskets, seals, & bearings $800.00 -- Machining* bore & hone $650.00 -- Machining** Size main & rod bearings $2600.00 - Labor to R&R Motor $4000.00 - Labor to build motor ==================== $16718.43 - Total * Even "drop in" pistons require honing for proper ring seal. ** Highly recommended. Other notes: I've been shown three FI S65 engines snap factory connecting rods with no apparent rod bearing issues. This is why upgraded connecting rods are so important. I've been shown two FI S65 engines with connecting rods welded to the crank. This is why sizing bearings is so important. I hope this helps. Last edited by regular guy; 06-13-2013 at 09:35 PM.. |
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06-13-2013, 11:57 PM | #246 |
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06-14-2013, 12:12 AM | #247 | |
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Vf supercharger + tune/H&R coils/ Akra evolution exhaust/Volk te37/ Rs-3 tires/ Brembos /TIal BOV/ OSS blacked out headlights/LUX v3/Led taillights/ Challenge Front lip/ P3 vent gauge/ F10 m5 shift mob/Matte black front grills/ And a funky air fresher
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06-14-2013, 12:13 AM | #248 |
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Not a bad price of have a piece of mind. It's less than the blower itself
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06-14-2013, 12:42 AM | #249 |
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Hopefully for the E9X M3 folks these prices will be slashed in half next year when the new M3/M4 is out?
Most folks are going to jump ship with the older E9X M model, thus with all cars, the aftermarket parts really take a dive in prices. We saw it with the NSX, E46 M3, etc... Just wondering.
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06-14-2013, 01:11 AM | #250 |
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OP---may I ask how often the engine oil was changed in your car? Did you do it after a certain number of track days? Or after a certain number of miles?
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06-14-2013, 05:43 AM | #251 |
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Thanks for the info. I guess it all boils down to what this turbo kit will go for and what its capable of doing at with pump 93, pump +meth, and race gas. Same for the harrop roots style supercharger
Figure 35-40k for a 6 spd e92 (2014 purchase date) 18-20k for tt kit installed Thats already 53-60k. Add another 10-15k if that turbo kit cant put out good numbers on stock block (at least 550 whp) and i need to do a low comp build.. Now were at 63-75k..regardless i will build the motor but i would like to wait some time. But thats 997 tt money right there. My e46 turbo is doing 500 on pump 93 and capable of 600 whp on ms109 by just raising boost no additional tune all on stock motor. And thats a superflow dyno 6% lower than a dyno jet. If i cant get similar numbers to my e46, i just rather go buy 997tt (60-65k). Put 10-15k in that car and you can easily make reliable 600-650 awhp. Sorry to derail your thread, buy just want people to understand why i was asking so many questions in regards pricing when it comes to building a motor. Back on topic now |
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06-14-2013, 05:56 AM | #252 |
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When up in the 600 rwhp range, or you have the massive torque from a turbo or two, AWD is nice. The 997TT has it and that makes it possible to put more power down sooner.
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06-14-2013, 08:26 AM | #253 | |
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06-14-2013, 08:51 AM | #254 | |
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I signed a release that included NDA language for my subframe repair and reimbursement from BMW NA - beyond the class-action settlement coverage period in 2010. I still have the original document and can scan it for your personal viewing. Avery @ BMW NA was who I dealt with. The final paragraph of the document says the following: "Customer agrees to keep confidential, the existence and terms of this Agreement. Customer agree not to reveal facts leading up to the terms or the conditions of this Agreement in any communication form, including but not limited to, word-of-mouth, print, broadcast, or internet I would post it here...but that would violate the terms and she took good care of us. Back to your regularly scheduled programming! Mike
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06-14-2013, 09:43 AM | #255 |
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Yup. lol.
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06-14-2013, 09:58 AM | #256 | |
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06-14-2013, 04:27 PM | #257 | |
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ARP bolts are the least that should be done with high power #'s. The stock rod bolts are spaghetti! Rods and ARP bolts is good reassurance for sure. Good call IMG. The area between the piston and crank is the weak link. Quote:
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06-14-2013, 04:34 PM | #258 |
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06-14-2013, 06:26 PM | #259 |
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06-14-2013, 07:31 PM | #260 |
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Increasing HP by 200+ and going at full rpm! I can only imagine what those stock rods are doing. I don't know what the added force to the top of the piston is, but it must come close to exceeding the failure limits of some components. Reliable HP cost money.
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06-14-2013, 08:50 PM | #261 |
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I give my 650 a very hard time with no problems at all so far
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06-14-2013, 09:34 PM | #263 | |
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No high revving engine can be boosted reliably aftermarket. Just give me one example. These are radically different design requirements and lead to a different design and parts. If engineers did their job well for the S65 and extracted all the performance possible minimizing weight, maximizing rev limit, then there will be little margin to failure if you start boosting these parts. I don't blame ESS for their business acumen and everyone can do what they want with their car. But asking for a new engine too is asking for a kick in your butt. |
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06-14-2013, 10:12 PM | #264 |
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