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      10-10-2016, 03:00 PM   #45
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Quote:
Originally Posted by deansbimmer View Post
Maybe I'm not reading your post as you intended for it to read, but it seems you're not understanding of the system design. The pulleys are ribbed (ribs aren't the same as cogs). The back of the belt is smooth but that'st not the traction surface.

The supposed issue causing bearing damage isn't related to belt traction- it's the additional pressure put on the crankshaft by applying a SC load. It may be torsional, side load, or harmonics causing the damage- I don't know. The front of the crank wasn't designed to bear such a load and therefore doesn't have the support that the rear main does. You can't compare the issue to american engines which are designed differently with comparably shorter crank snouts. A blower load placed on their cranks is closer to the front main support, but they're also just flat out beefier. The accessory belt on the S65 is much further away from the main than those examples and is the likely reason for the accelerated wear when boosted.
thanks for the info, when I read 'ribbed' i imagined a belt and pulley with cogs/cuts. thanks again.
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      10-11-2016, 01:36 PM   #46
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Sorry to learn about your engine woes. I just skimmed this thread and wanted to share a little information related to my personal experience with first supercharging and then later turbocharging a BMW 4-cylinder engine. From some of the engineering stuff i studied in college and have read, the tension loads on the connecting rod are reduced with forced induction.

For many years I have been tweaking a 1976 BMW 2002 which I completely restored back in the 1980's. The chassis has been powered by more than half a dozen engine variants ranging from one equipped with a high lift large duration camshaft and 45 DCOE weber carbs to an electronically fuel injected and turbocharged lump.

While adjusting the fuel map for my supercharged engine on a Mustang Dyno the shop owner commented how well the little BMW engine breathed and insinuated that I could generate 75-100 more rear wheel HP if the engine were turbocharged instead. The powerdyne supercharged version of my 2.2 liter M10 engine measured 187 HP and 175 ft-lb torque at the rear wheels at 10 psi of boost. Trying to spin centifugal supercharger any faster with the 6-rib serpentine belt simply resulted in increased belt slippage. Torque was available across the entire rpm band and the car was a blast to drive but I wanted more.

A few years later I had sourced and fabricated the parts required to turbocharge basically the same short block. I was capable of running higher boost (16 psi) and at the same max rpm the Mustang Dyno recorded maximum figures of 266 HP and 269 ft-lb torque at the rear wheels. I did not bother to try and calculate the power output at an equivalent boost level but any supercharger driven off the crankshaft definitely robs power.
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      10-22-2016, 10:24 PM   #47
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Not trying to start an oil thread but I picked up on the statement that the OP was using "BMW oil"

It would appear we are seeing a spike in engine failures on later model s65s. Seeing as many of us have seen or are seeing our final BMW service oil changes happening with "BMW MPower Turbo" 10-60 and not TWS... perhaps there is some correlation

I lost my 2011.75 S65 with 17,003 miles on it in mid September . It's been sitting with BMW for over a month and it would appear any goodwill replacement on s65 engines is a thing of lore.
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      10-24-2016, 10:06 AM   #48
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Quote:
Originally Posted by houston View Post
Not trying to start an oil thread but I picked up on the statement that the OP was using "BMW oil"

It would appear we are seeing a spike in engine failures on later model s65s. Seeing as many of us have seen or are seeing our final BMW service oil changes happening with "BMW MPower Turbo" 10-60 and not TWS... perhaps there is some correlation

I lost my 2011.75 S65 with 17,003 miles on it in mid September . It's been sitting with BMW for over a month and it would appear any goodwill replacement on s65 engines is a thing of lore.
with 17,000 miles, how many times have you changed your oil? i'm hoping you say 10-14 times.
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      10-24-2016, 11:59 AM   #49
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Quote:
Originally Posted by Patrón View Post
with 17,000 miles, how many times have you changed your oil? i'm hoping you say 10-14 times.
Ha!
1 time after break-in
2 times on the anniversary
All under warranty/maintenance agreement


So 3 changes, 4th fill. Last time was the first time with BMW MPOWER TURBO 10-60
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      10-24-2016, 04:05 PM   #50
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Quote:
Originally Posted by houston View Post
Ha!
1 time after break-in
2 times on the anniversary
All under warranty/maintenance agreement


So 3 changes, 4th fill. Last time was the first time with BMW MPOWER TURBO 10-60
that is a low amount of changes, I think you're supposed to change it every six months.
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      10-24-2016, 04:09 PM   #51
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I appreciate your sarcasm.
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      10-24-2016, 04:22 PM   #52
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Quote:
Originally Posted by Patrón View Post
with 17,000 miles, how many times have you changed your oil? i'm hoping you say 10-14 times.
10-14 times? As in every 12-1700 miles?
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      10-24-2016, 10:07 PM   #53
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10-14 times? As in every 12-1700 miles?
Every six months?
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      10-25-2016, 01:18 AM   #54
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I assume this is simple trolling. But I will bite. BMW says 15000 miles or every 2 years. However staring in the 2010-2011 timeframe they started doing yearly changes.
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      10-25-2016, 10:27 AM   #55
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Quote:
Originally Posted by houston View Post
I assume this is simple trolling. But I will bite. BMW says 15000 miles or every 2 years. However staring in the 2010-2011 timeframe they started doing yearly changes.
I assure you i'm not trolling. there are many posts in this forum that state 15,000 was way too high and mot recommend 10,000 miles or less (some do it 5,000-7,500). regardless of miles I think twice a year is not a bad idea especially since it's a $200 expense.
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      10-25-2016, 01:13 PM   #56
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Quote:
Originally Posted by houston View Post
I assume this is simple trolling. But I will bite. BMW says 15000 miles or every 2 years. However staring in the 2010-2011 timeframe they started doing yearly changes.
You keep those intervals and see what happens on down the road!! Patron is 100% spot on! I went with 5k or 6 moth intervals and when I opened up my motors on all my cars , they looked brand new internally.

BMW also claims some fluids as benign lifetime, if it is lifetime, they would warranty those associated parts for lifetime. Do not follow their recommendations!!
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      10-26-2016, 07:31 PM   #57
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So my 1 year oil change interval is some kind of problem. Despite the fact the car had just at 3000 miles on it last year and BMW interval is two years. This is not Dino oil.
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      10-26-2016, 08:32 PM   #58
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It's one of those things that "Isn't a problem until it's a problem". Lots of owners abide by the factory intervals and have no problems, then some owners' engines blow up. Who's to say it's an oil quality issue?

With that said, I believe a year is too long for oil to sit in an engine- regardless of miles driven. Could that be the cause of bearing failure on a 17k mile engine? I seriously doubt it. S65 engines have inherent bearing issues. Some engines are worse than others. I've never opened an S65 that had conventionally acceptable bearing wear. It's not an issue derived from oil change intervals so don't sweat it.
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      10-26-2016, 10:03 PM   #59
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Quote:
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So my 1 year oil change interval is some kind of problem. Despite the fact the car had just at 3000 miles on it last year and BMW interval is two years. This is not Dino oil.
Good point, I just think it's worth the oil change price to change it at the minimum once a year. Even my boring e36 s50 motor I changed it twice a year. I'm sorry for thread jacking.
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      10-27-2016, 08:45 AM   #60
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Yup, my e30 M that maybe sees 500+/- miles a year, I change once a year. I may be anal but I have never lost a motor on any of my M cars.
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      10-27-2016, 05:31 PM   #61
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That sucks. Good luck with the part out.
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