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11-12-2013, 11:12 AM | #771 | |
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11-12-2013, 12:57 PM | #772 | ||
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2) No, b/c honestly, I doubt very seriously that would happen at this point (no bearing wear on an S65 that has been running 10w-60). And yes, in this instance, this data point most certainly does. Your statement said, Quote:
This low quality fuel theory of yours....repeated use of low octane fuel in high compression engines will usually result in piston damage and ring land failures, none of which we've seen. I went back and started looking at all the pics of bearing wear in which the pistons can be seen, and see no signs of detonation. Neither have I seen anyone mention piston/ring land damage during replacement of the bearings. Please explain that. Last edited by whats77inaname; 11-12-2013 at 01:06 PM.. |
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11-12-2013, 01:25 PM | #773 | ||
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11-12-2013, 02:19 PM | #774 |
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Here is a slightly different question.
Why do supercharged S65 engines suffer such a relatively high failure rate? Are these mostly rod bearing failures as well? |
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11-12-2013, 02:44 PM | #775 |
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11-12-2013, 02:54 PM | #776 |
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11-12-2013, 02:59 PM | #777 |
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No, I think he's right. You postulate about this, that, and the other, but you have offered nothing credible to back up your posts, yet you keep throwing shit at the wall, hoping something sticks. I'm all open for debate, but debate isn't one-sided where you get to demand facts for someone else's assertion, but offer none of your own. We're not in the 2nd grade. You're a grown ass man. Do your research and give us something that gives your theory some teeth. If not, stop spouting it b/c all it is doing is wasting time and dragging this down a dead end. |
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11-12-2013, 03:00 PM | #778 |
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SenorFunkyPants, maybe take this to PM with whomever you disagree with as your comments dont seem to be adding anything to this thread and are unsupported. The last page or two has derailed what has been a very informative discussion.
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11-12-2013, 03:13 PM | #779 |
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One of my questions was asking you why you think I should answer questions about unrelated topics and engine failures without any photo evidence. If you don't want to answer, then don't ask more questions on the same lines and expect answers from me. It's really that simple.
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11-12-2013, 03:34 PM | #780 |
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Kawasaki does not recommended the newer bearings. WPC will not significantly harden the bearing but make the material more uniform, smooth, and even in its structure due to the similarities to shot-peening, there's also a heat treating effect and it will slightly open the tolerances. But to answer your question no it shouldn't harden the bearing to cause more wear on the journal on either version of the bearing.
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11-12-2013, 05:22 PM | #781 |
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This Guy seems positive that there isn't a rod bearing problem.
http://m3forum.net/m3forum/showthread.php?t=361456 |
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11-12-2013, 05:50 PM | #782 | |
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11-12-2013, 07:00 PM | #783 | |
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11-12-2013, 07:16 PM | #784 | |
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However, it might not be able to compensate for a heat increase due to the low octane gas and high compression since it is within the ECUs high end temperature to not adjust? Perhaps, barely above normal but enough to break down the oil sooner? Then add that to our maintenance schedule of yearly oil changes or longer (we should all think about every 4 to 6 months and do it ourselves).........plus crappy bearings...all adds up? Who knows... All just theory with no solution at this point...only one thing is for sure : do not own this car without a warranty. I'm also thinking...93 octane only , change oil every 6 months, don't modify engine (supercharge), trade car in when it gets to 50k miles... Last edited by Cool Steel; 11-12-2013 at 07:38 PM.. |
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11-12-2013, 08:15 PM | #785 |
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I was thinking...if anyone truly believes that the engineers at BMW were so lame that they created an engine with bearing and clearance issues ...then wouldn't this logically lead to questioning everything that they did on this engine? Bearing and clearance issues is major major F up and is the cause but the effect is unknown for sure.........so how can we trust them if we know they F'up the bearing and clearance? Do we honestly trust that they did the appropriate testing on everything else in the engine that could be the cause of the effect? If you believe they screwed up the bearings/clearance how can you believe their tests on 91 octane gas? ( Seems really insane to run a 12:1 engine on its own its crazy...but to run it on 91 octane? ) How do we know the ECU compensates correctly for a higher temperature due to low octane gas? How do we trust their recommendation for oil change frequency?
How can we trust these guys if they made this major F'up...I honestly agree with Regular guy however I think its the effect and there are probably many causes that combine to cause the effect. |
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11-12-2013, 08:48 PM | #786 | |
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The DME will pull timing, if I'm not mistaken, but there's only so much it can do for our mess ups. BMW specifies the lowest recommended octane for a reason, and I'd imagine that it is b/c w/a high compression engine, there's only so much it can do. But, outside of all that, detonation will show up on the ring lands and pistons, and more telling, on the spark plugs. Last edited by whats77inaname; 11-12-2013 at 09:05 PM.. |
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11-12-2013, 10:00 PM | #787 | |||
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That is a VERY biased arguement if you think boost is causing the bearing failures. I'm sure there are more blowers sold in Cali than any other state too, just like there are more M3's sold here than any other state. Just to clarify, I have no "side" in the bitch slap match, but just wanted to clarify that lower octane fuel is available all over the US. .
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Let me get this straight... You are swapping out parts designed by some of the top engineers in the world because some guys sponsored by a company told you it's "better??" But when you ask the same guy about tracking, "oh no, I have a kid now" or "I just detailed my car." or "i just got new tires."
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11-12-2013, 10:09 PM | #788 |
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I am at a loss to understand how an engine can win "Best Engine of the Year" award for 5 or 6 years and have such an "obvious issue".
Do they not tear the engine down before awarding it as the best or did they ignore the rod bearings that were failing or did they conclude that the failure rate was acceptable and/or below the norm? |
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11-12-2013, 11:04 PM | #789 |
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Some supercharger vendors such as ESS require rod bearing changes with their upper horsepower kits. This would explain why so many supercharged engines are opened up, rod bearings photographed and posted, before being replaced.
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11-12-2013, 11:09 PM | #790 | |
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I'm pretty sure you can still get the old bearings if you want to...in the same way I got mine. You order the original part number (088/089's), and you ask the dealer to mark them "do not substitute." If the bearings are available, that should guarantee you will get them. Then you can have those WPC treated, or sent to Kawasaki to have his collegue's shop do their treatment. |
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11-13-2013, 01:40 AM | #791 | ||
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On a side note, S54 rod bearing failures are also virtually unheard of in the UK. Coincidence? |
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11-13-2013, 03:24 AM | #792 | |||
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Its a forum...a place for people to ask questions and share answers...I'm not trying a win a debate or deconstruct the OPs theory. I'm simply trying to understand what are the mechanics of the problem (its why I ask questions) and to try and figure out why the data is not a perfect fit to the OPs hypothesis. Quote:
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in particular: S65, 30000 Miles, Bone Stock, 2008. S65, 31000 Miles, Naturally Aspirated, 2008 ...is that the highest wear is concentrated at the 6 o'clock position ie in the middle of the bottom bearing [1]. Simple accelerated wear would show as a more even increase in bearing wear. So logically this elevated wear at that location would be a function of the vertical load exerted during the power stroke of the engine. So increase the force of the power stroke (by say supercharging) will increase the rate of wear - which appears to be the case. By extension, increase the vertical load during the power stroke through poor combustion should also increase wear to some extent. Not talking about massive pre-ignition or pinging the crap out of the engine that would be readily visible on all related parts - but an increase in load as a result of the engines S65 anti-knock system being unable to always fully accommodate the poor burn characteristics of low octane fuel. Not making it the cause of increased wear but a component. BTW I don't need Regular Guy to answer this post...if anyone with an open mind wants to reply then that would be great though. [1] POST EDIT: As already pointed out it should read "....at the 12 o'clock position ie in the middle of the top bearing..." Last edited by SenorFunkyPants; 11-13-2013 at 09:24 AM.. |
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