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01-20-2012, 12:05 AM | #243 |
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well, good night then
i think that this thread, while very informative, is a bit of a waste as each party will more than likely omit a few details that could incriminate them one way or the other... nothing against either party, but it's just the way it is... |
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01-20-2012, 12:05 AM | #244 |
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To answer your question the answer is no. We have not had any engine failures caused by our supercharger.
- Your ecu data suggests your over rev happened at 26,183 miles. We installed your supercharger at 24,345miles. I wish you the best Jordan and I hope everything works out for you. |
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01-20-2012, 01:53 AM | #245 |
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Im sorry you feel this way as the information I share is intended for the public so they can be educated on these topics. What this motor can and cannot handle when it comes to tuning and forced induction I feel deserves to be discussed openly as it effects all tuners. This thread started to develop a theam based on the belief that this motor cannot handle higher RPM's with boost and I felt that posting our findings thru long-term R&D and our knowledge of supercharging this motor can prove otherwise.
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01-20-2012, 02:24 AM | #246 |
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So, the question is: "why did your engine fail?"
You are adamant that it was not a mechanical over-rev. However, there seems to be at least some evidence to support this theory. What then is your diagnosis, and what is your supporting evidence?
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01-20-2012, 06:23 AM | #247 |
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01-20-2012, 06:32 AM | #248 | |
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01-20-2012, 07:11 AM | #250 | |
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no one else has blown except you with a AA kit.
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01-20-2012, 07:40 AM | #251 | |
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Btw, looking forward to Mike’s analysis which should put this sordid affair to bed. |
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01-20-2012, 08:09 AM | #252 | |
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01-20-2012, 08:11 AM | #253 | |
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01-20-2012, 08:43 AM | #254 |
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Ill come right out and say you my friend are a moron and if anyone is childish its YOU for this dumb ass comment. Roman came on here with some of the most informative info yet and he also said right off the bat that he does not even want to speculate why the motor blew. Bottom line is that ESS has supercharged more e9x's than anyone and they have done their homework. All Roman has been doing is trying to educate current and future SC owners and I think you owe him an apology.
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01-20-2012, 08:56 AM | #255 | |
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01-20-2012, 09:31 AM | #256 | |
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AA is just assuming that it happened at the same time. |
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01-20-2012, 09:35 AM | #257 |
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LOL...im pretty sure everyone knows by now ESS is the best in the business, look at their track record.
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01-20-2012, 09:53 AM | #258 |
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Pretty sure there's no need for Roman/ESS to do that. The number of ESS kits out there speaks volumes.
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01-20-2012, 09:54 AM | #259 | |
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2016 Indi F80 M3 - SMB|Amaro | Mode Carbon | ESS | Akra EVO | KW HAS...SOLD 2012 MR e92 M3 DCT, ESS SC, Brembo BBK, BBS FI... GONE but not forgotten! 2008 AW e92 M3 6MT, ESS SC, BBS LM's...SOLD! |
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01-20-2012, 09:56 AM | #260 | ||
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01-20-2012, 10:44 AM | #263 | |
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Mike, Can you explain to everyone here how the shadow data works? I think there may be some clarification needed as to whether the data for max values listed are for a specific date and mileage or whether they are just the max values the computer has seen. Thanks! |
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01-20-2012, 12:21 PM | #264 | |
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It's not necessarially "shadow" data in the conventional sense - Shadow memory is a seperate area usually used for fault codes that are either hidden for a specific reason, or codes that the car might set, but havent reached the defined iterations to trigger the CEL. In this case, what is being read is "freezeframe" data. Freeframe data holds the maximum values for particular situations, two of them being Vmax (maximum velocity or speed) and Nmax (maximum engine RPM). The car will record "events" - # of seconds in redline past a certain area, along with a number of things. But these are more like counters and don't give you a whole lot of information. As far as exceeding redline, the freeze frame data will have a single snapshop of the highest point achieved. Along with that specific frame will come other information such as throttle position, mileage, speed at gearbox/vanos, mass airflow rate, etc.. So in this particular situation, since we know approximately when his car was supercharged, when he had the AA software before the SC, etc - basically a valid timeline - A readout of that freeframe data will show us when (in mileage) this particular "event" occured, and based on that and the timeline we've constructed, we can infer whether the overrev situation happened while the S/C was installed, or if this was not recorded with the S/C installed. If, infact it shows that the 8,705 was reached after the installation of the blower, then I think we have a possible case of an over rev situation. It might have been a weak point of the motor that was exacerbated with the shift. 8,700 is not a big deal on these motors in my opinion. If it shows that 8,705 was achieved before the blower install (or a while back in mileage), there is a reasonable assumption that the failure is in line with something other than a moneyshift. One thing strange to me is that AA's freezeframe data actually shows 8,100 RPM. Most of the cars I've read, even with an increased redline, still show the factory rev limit in those cells. From my recollection, my car shows this as 8,350 even though its closer to 8,700. It shows my top speed limiter as "not raised" even though I've hit over 170mph with the car. The other interesting point is that there are two limits you see, one at 8,350 and one at 8,450. AA had reduced the redline to 8,100, but the intervention point after that according to their freezeframe data was 8,450. A buffer of 350 RPM from the set redline for further intervention seems to be a wide gap. But again, I would like to read the freezeframe data myself to see what appears. This is just for validation purposes and to make some more sense of this situation. I hope this helps. Mike
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