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06-23-2013, 06:51 PM | #45 | |
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06-23-2013, 07:49 PM | #46 | ||||
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06-23-2013, 07:55 PM | #47 | |||||
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06-23-2013, 07:59 PM | #48 | |
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Looking at the pictures of the Calico bearings that VAC is selling, you can see that parting lines are also coated. Coating parting lines is an issues since it can increase the total crush effect by .0012 (.0003 x 4). Initially, this causes the bore to become distorted. Then overtime as the coating extrudes from the parting line faces, the bearing loses its tight fit in the housing potentially causing additional problems. No one seems to cover that so hopefully it helps. Last edited by Alekshop; 06-23-2013 at 08:05 PM.. |
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06-23-2013, 08:08 PM | #49 | |||
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06-23-2013, 08:33 PM | #50 |
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Good info, the coating on the parting line could be a huge issue...... It could cause the bearing crush to be wrong as pointed out by Alekshop which would make it not fit the journal properly!
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06-23-2013, 08:33 PM | #51 | |
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Why removing something when you can buy a product that was properly coated in the first place. |
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06-23-2013, 08:34 PM | #52 | ||
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06-23-2013, 09:25 PM | #54 |
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I think for those who track their M3's, oil pan baffles, a dry sump oil kit maybe what's needed.
I think under certain conditions the oil pump isn't sending the right amount of oil/ oil pressure. BMW sensors usually are slow to notice a quick drop in oil pressure. There must be a reason the E36 LTW (dual oil pick-up sumps), E46 M3 CSL received similar upgrades. |
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06-23-2013, 09:26 PM | #55 |
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Can someone summarize what we have learned here for us mere mortals? What my take away is
1. The issue is bmw made the clearence for oil to properly lubricate the bearings so ridiculously small because speculation that they were doing it for noise reduction or increase in power? At the expense of not having enough clearence for the thick oil they recommend 2.Mahle recommends 5w30 with the clearences bmw is using. So why don't we all switch to 5w 30? Can someone explain the cost vs benefit of those who don't know how 5w 30 may hold up at 8k rpm? 3. No point to coated bearings for 2 reasons. First it may worsen the problem since the coating further reduces the clearences. Second even if not, it still does not fix the problem of under lubrication and the coated ones will fail as well Last are we all just doomed if we drive our cars hard? I feel like it could go at any day. So is there literally nothing anyone can do? Honestly with this information I cannot see how anyone in their right mind would supercharge this car. I was going to but no way in hell now. Any particular driving habits worse for bearing starvation? Is it a high rpm issue or hard banking on turns issue? Can someone explain |
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06-23-2013, 09:41 PM | #57 |
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For all you supercharged guys, if you want the real bombshell, here it is. Instead of using my own words, I'll quote this directly from a Mahle-Clevite white paper on bearing clearance, then I'll summarize at the end.
For most applications .00075 to .0010” (three quarters to one thousandth of an inch) of clearance per inch of shaft diameter is a reasonable starting point.Here's what this means to you. If you run high horsepower and high RPM, then you need extra bearing clearance, not less of it. The coated bearings are great, but you have to size your journals for them; and as Alekshop mentioned, you shouldn't have coated parting lines. If you have coated parting lines you must remove the coating in this area before using these bearings. Mahle-Clevite recommends adding an extra 0.0005 for good measure for high horsepower, high RPM, and coated bearing applications. To see some numbers in real life, please see the following examples. Factory clearance: 0.0010 Factory clearance with Calico coated bearings: 0.0006 - 0.0008 (20-40% smaller). Factory clearance with TriArmor coated bearigns: 0.0005 - 0.0007 (30-50% smaller). Recommended clearance for mains (70mm journal): 0.00100/inch + 0.0005 = 0.00325 0.00075/inch + 0.0005 = 0.00256 Recommended clearance for rods (53mm journal): 0.00100/inch + 0.0005 = 0.00258 0.00075/inch + 0.0005 = 0.00206 So there you have it: ideal mains should be 0.0025 - 0.0032 and ideal rods should be 0.0020 - 0.0025. You're given 0.0010 clearance from the factory and some may be thinking of reducing it another 20-50% with coated bearings without sizing the journals because they believe it gives them extra protection. The extra protection is true if you kept all things the same including the bearing clearance; but reducing the bearing clearance by 20-50% to get the extra protection of the coating is not recommended. Our next engine will get the Mahle-Clevite TriArmor bearings if we can still find them -- of course with proper clearance to match. I hope this helps. |
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06-23-2013, 09:50 PM | #58 |
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If I read that correctly, part of the problem with low clearence is the chance the oil will sheer and especially at high performance and high engine speeds will cause the thinner oils to lose protective layer. So this means that is likely why bmw uses the thicker TWS oil (remember the e46 m3 started with 5w30 and switched to TWS after the bearing issues) so going to a thinner oil would in theory "fix" the problem of oil getting into the lower clearence areas but would sheer and the protection would be useless and thus it looks like TWS is the best protection for a low clearence situation like we have.
I just have no clue how bmw could not have caught this and did it again with the s85/s65 blocks/engines after the s54. Such a small little detail yet so catastrophic. So essentially coated bearingas are not the answer. Thinner oil is not the answer. Praying that we have the bearings with a bit more clearence than the next guys is the only hope! |
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06-23-2013, 09:57 PM | #59 |
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If I read that correctly, part of the problem with low clearence is the chance the oil will sheer and especially at high performance and high engine speeds will cause the thinner oils to lose protective layer. So this means that is likely why bmw uses the thicker TWS oil (remember the e46 m3 started with 5w30 and switched to TWS after the bearing issues) so going to a thinner oil would in theory "fix" the problem of oil getting into the lower clearence areas but would sheer and the protection would be useless and thus it looks like TWS is the best protection for a low clearence situation like we have.
I just have no clue how bmw could not have caught this and did it again with the s85/s65 blocks/engines after the s54. Such a small little detail yet so catastrophic. So essentially coated bearingas are not the answer. Thinner oil is not the answer. Praying that we have the bearings with a bit more clearence than the next guys is the only hope! |
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06-23-2013, 10:11 PM | #61 |
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Wow have I learned a ton in this thread. Thank you to all contributing who know so much about this stuff because some of us are totally in the dark. Subscribed! |
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06-24-2013, 05:53 AM | #62 | |
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06-24-2013, 06:48 AM | #63 |
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The only way to fix it without taking the engine apart is to have mahle make -.001 bearings and swap shells, that would effectively give you about .002 clearance.
Oh I also believe that BMW should pay for it and eat the cost of replacing them. Although many of us have not had failures the simple fact that as the m3 and m5 age more failures are creeping up. The clearance they set the engines at is not acceptable in any machine shop across the entire planet. If they dont have at least some sort of response it is pretty lame if you ask me. Many of us know what it takes to fix it and some of us have all the tools neede to fix it ourself, but I have a problem with pulling a 15 thousand dollar engine out of my car and having to fix it myself. On the other hand most of us sit here and think about it everytime you make a blast up a back road or freeway wondering if it is going to spit the rods out.
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06-24-2013, 07:08 AM | #64 | |
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This is why some have tried race oils like the redline 40wt with good if inconclusive results
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06-24-2013, 07:20 AM | #65 | |
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06-24-2013, 08:12 AM | #66 |
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So...
Basically there is no reasonable recourse at this time. No bolt on upgrade. Am I incorrect to surmise that if someone wanted to "service" this issue on a higher mileage car at this point going with the stock ones is probably the safest option? I guess one could do the ARP bolts but I'm reading a "NO" on the current coated offerings. Perhaps |
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