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02-23-2011, 01:06 PM | #45 |
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good luck drew
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02-23-2011, 01:52 PM | #46 | ||
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I started a thread once asking if anyone had contemplated lowering their compression to around 9.5:1 before adding a SC and it died on the vine. Actually, Pencil Geek was the only person also interested in the topic. Quote:
I think everyone needs to chill out on the whole rod bearing/M3 thing. (Yes, I am aware of the part# change for '08 cars.) Detonation doesnt just "take-out" rod bearings. Rod bearings can prematurely wear over repeated exposure to detonation but you'd probably pop a hole in one of our cast pistons at the same time, if not before, your bearing fails.
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02-23-2011, 02:16 PM | #47 | |
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9-11 PSI of boost on a high CR motor with 91 octane fuel. Of all the motors I have built and tuned and done analysis on, I would never run past 9 PSI unless the car had race fuel. Even then, the CR on those motors was 10.5:1 let alone 12.0:1. Even then, we modified the fuel systems to run at 3x the fuel pressure to better atomize fuel to reduce chances of detonation. I highly doubt gintani did any of that here. If you want more boost and for it work properly, do lower compression pistons. A thicker head-gasket is a band-aid method of doing it as well as it affects timing and combustion in a negative way and are often prone to failure themselves.
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02-23-2011, 02:29 PM | #48 |
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Argue as you like, I still think it's not a very smart idea to boost this high compression engine if you plan on having it last a long time.
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02-23-2011, 02:41 PM | #49 |
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The one thing that I do know after 35 + years of being around race motors of all sorts is that detonation kills rod bearings .No suprises in this thread to myself.
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02-23-2011, 02:44 PM | #50 | ||||||||||||
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Thanks guys, much appreciated.
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16 F82 M4 DCT - ZCP - JB4 - 556WHP / 570WTQ
08 E92 M3 DCT - Bolt Ons - 60-130MPH 10.71s - 11.88 @ 118MPH - 377WHP ESS VT2-625 SC 60-130MPH 6.80s - 11.30 @ 129.3 MPH 586WHP / 379WTQ ESS VT3-750 - 60-130MPH 6.14s - 10.81 @ 135.13 MPH 690WHP/463WTQ Shift-S3ctor E92 M3 - 1/2 Mile Trap Speed WR - 174.13 MPH Last edited by DLSJ5; 02-23-2011 at 02:54 PM.. |
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02-23-2011, 02:47 PM | #51 | |
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16 F82 M4 DCT - ZCP - JB4 - 556WHP / 570WTQ
08 E92 M3 DCT - Bolt Ons - 60-130MPH 10.71s - 11.88 @ 118MPH - 377WHP ESS VT2-625 SC 60-130MPH 6.80s - 11.30 @ 129.3 MPH 586WHP / 379WTQ ESS VT3-750 - 60-130MPH 6.14s - 10.81 @ 135.13 MPH 690WHP/463WTQ Shift-S3ctor E92 M3 - 1/2 Mile Trap Speed WR - 174.13 MPH |
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02-23-2011, 02:52 PM | #52 |
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Appreciate that Jason.
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16 F82 M4 DCT - ZCP - JB4 - 556WHP / 570WTQ
08 E92 M3 DCT - Bolt Ons - 60-130MPH 10.71s - 11.88 @ 118MPH - 377WHP ESS VT2-625 SC 60-130MPH 6.80s - 11.30 @ 129.3 MPH 586WHP / 379WTQ ESS VT3-750 - 60-130MPH 6.14s - 10.81 @ 135.13 MPH 690WHP/463WTQ Shift-S3ctor E92 M3 - 1/2 Mile Trap Speed WR - 174.13 MPH |
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02-23-2011, 02:58 PM | #53 |
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Hope you get up and running soon Drew. I check youtube every once in a while (okay more like on a daily basis) to see if you have any new vids up
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02-23-2011, 02:58 PM | #54 | |
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16 F82 M4 DCT - ZCP - JB4 - 556WHP / 570WTQ
08 E92 M3 DCT - Bolt Ons - 60-130MPH 10.71s - 11.88 @ 118MPH - 377WHP ESS VT2-625 SC 60-130MPH 6.80s - 11.30 @ 129.3 MPH 586WHP / 379WTQ ESS VT3-750 - 60-130MPH 6.14s - 10.81 @ 135.13 MPH 690WHP/463WTQ Shift-S3ctor E92 M3 - 1/2 Mile Trap Speed WR - 174.13 MPH |
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02-23-2011, 02:59 PM | #55 | |
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Then consider that the average guy willing to drop $20K+ for more power probably drives more aggressively than the typical M3 owner. When Midge Lyfcrisus notices that his strange little intermittent tick has gotten worse during his morning commute, he's going to take it to the dealer to be fixed before anything catastrophic happens. But for Smokey Andretti, that strange little intermittent tick might be the only warning he gets before the connecting rod decides to do a little remodeling at 8000rpm and 9psi. |
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02-23-2011, 03:02 PM | #56 | |
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16 F82 M4 DCT - ZCP - JB4 - 556WHP / 570WTQ
08 E92 M3 DCT - Bolt Ons - 60-130MPH 10.71s - 11.88 @ 118MPH - 377WHP ESS VT2-625 SC 60-130MPH 6.80s - 11.30 @ 129.3 MPH 586WHP / 379WTQ ESS VT3-750 - 60-130MPH 6.14s - 10.81 @ 135.13 MPH 690WHP/463WTQ Shift-S3ctor E92 M3 - 1/2 Mile Trap Speed WR - 174.13 MPH Last edited by DLSJ5; 02-23-2011 at 03:10 PM.. |
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02-23-2011, 03:05 PM | #57 | |
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16 F82 M4 DCT - ZCP - JB4 - 556WHP / 570WTQ
08 E92 M3 DCT - Bolt Ons - 60-130MPH 10.71s - 11.88 @ 118MPH - 377WHP ESS VT2-625 SC 60-130MPH 6.80s - 11.30 @ 129.3 MPH 586WHP / 379WTQ ESS VT3-750 - 60-130MPH 6.14s - 10.81 @ 135.13 MPH 690WHP/463WTQ Shift-S3ctor E92 M3 - 1/2 Mile Trap Speed WR - 174.13 MPH |
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02-23-2011, 03:07 PM | #58 |
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Drew, so sorry to hear about this man. I remember Sina and I trying to help you diagnose the ticking noise the few times that we met up, I guess it wasn't anything normal
I'm sure you will back on the road soon givng all those exotics grief. |
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02-23-2011, 03:07 PM | #59 |
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Thanks man.
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16 F82 M4 DCT - ZCP - JB4 - 556WHP / 570WTQ
08 E92 M3 DCT - Bolt Ons - 60-130MPH 10.71s - 11.88 @ 118MPH - 377WHP ESS VT2-625 SC 60-130MPH 6.80s - 11.30 @ 129.3 MPH 586WHP / 379WTQ ESS VT3-750 - 60-130MPH 6.14s - 10.81 @ 135.13 MPH 690WHP/463WTQ Shift-S3ctor E92 M3 - 1/2 Mile Trap Speed WR - 174.13 MPH |
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02-23-2011, 03:08 PM | #60 |
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Thanks Mike.
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16 F82 M4 DCT - ZCP - JB4 - 556WHP / 570WTQ
08 E92 M3 DCT - Bolt Ons - 60-130MPH 10.71s - 11.88 @ 118MPH - 377WHP ESS VT2-625 SC 60-130MPH 6.80s - 11.30 @ 129.3 MPH 586WHP / 379WTQ ESS VT3-750 - 60-130MPH 6.14s - 10.81 @ 135.13 MPH 690WHP/463WTQ Shift-S3ctor E92 M3 - 1/2 Mile Trap Speed WR - 174.13 MPH |
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02-23-2011, 03:12 PM | #61 |
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My heart goes out to you Drew . Your engine had perhaps the hardest life of any on this forum, so the fact that it lasted this long is pretty impressive in my book. I'm not surprised that Gintani stepped up to the plate, as they have proven to me that they truly care about their customers.
While your car is down we should meet up and see what kind of NA numbers you can get with my car on the VBox .
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02-23-2011, 03:27 PM | #62 |
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Again, I disagree. Of the couple thousand N/A (or however many) are on this forum, the percentage should still be the same of how many blow, compared to how many don't. The sampling is large enough to get fair numbers
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02-23-2011, 03:29 PM | #63 |
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This is just a completely made up fact as well
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02-23-2011, 03:34 PM | #64 |
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You do break stuff pushing the limits, but that is often part of learning how far you can go. I lost an S52 due to excess boost for the available fuel. It would be great to be able to diagnose the issue. In no particular order:
1. Compression too high for the boost and octane, causing detonation that hammers a rod bearing. I would hope to see some signs of detonation on the piston in question. 2. Defective rod bearing. They are not known to fail and this engine has been been asked to put out more than 50% over its stock horsepower. People often don't add back the blower drive power when calculating crank from rear wheel horsepower on supercharged engines. They can take considerable power to drive. The proper correction factor for a supercharged engine running the blower hard is probably more like 25% than the standard 15%. If this engine made 600 rwhp, that would mean crank power was more like 750 hp. I actually backed into this calculation once on my formerly supercharged E36M3, using injector duty cycle and fuel consumption and estimated BSFC and it seemed reasonably accurate. 3. Low oil due to failed supercharger seal. Again, I would not worry if the oil light came on to show 1-2 quarts low, but I would worry if it went below that level and I would definitely suspect oil level if the oil ran out. How much oil was left in the pan? 4. Detonation based on excess oil pumped through the intake into the engine as a result of the failed turbo seals. How oily is the intake manifold? Some oil is common -- forced induction tends to suck some through unless a breather filter is used or a dry sump with pump. Then the question is what do you do? Rebuild with lower compression? Run less boost? Run higher octane? Meth is pretty good, but you need failsafes and it is hard to have one on a supercharged car since there is no boost controller to trigger to low boost via an auxiliary output when the meth flow monitor detects blockage (this is routinely done on turbo cars). You might be able to install an electrical solenoid or pop-off valve on the intercooler plumbing. We look forward to your continued advancement of S65 hotrodding. |
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02-23-2011, 03:38 PM | #66 | |
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