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12-31-2014, 09:14 AM | #46 | |
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Quote:
lather, rinse, repeat
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12-31-2014, 09:16 AM | #47 | |
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12-31-2014, 09:28 AM | #48 | |
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Last edited by Sephiroth; 12-31-2014 at 09:49 AM.. |
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12-31-2014, 09:58 AM | #49 |
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But ARP sells some rod bolts that spec 60 lbs and some that spec 45 lbs. that is a 33% torque increase on the rod end caps that apparently does not distort the rods.
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12-31-2014, 10:36 AM | #50 |
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Thanks for the post, OP
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12-31-2014, 10:40 AM | #51 |
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The difference in torque spec is a result of different tensile strength of the materials the bolts are made of. The higher tensile strength fastener would require higher torque to properly tension the fastener but would also distort less as loads on the big end of the rod increased.
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12-31-2014, 11:47 AM | #52 |
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Good info here Malek. Thanks for posting.
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12-31-2014, 12:35 PM | #53 |
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thanks for posting malek, subscribed
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12-31-2014, 02:03 PM | #54 | |||||
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I don't believe the situation with this engine is tolerance stack up. The very same engine, with the same crankshaft, same rods/caps exhibited massive wear at only 6000 miles of use with no track days or airstrip events clocked on the engine yet. I will of course verify all my findings with my micrometer and bore gauges to have definitive data for everyone after the holidays are over. Quote:
When I take these measurements, I will re-torque these rods with OEM BMW TTY bolts, calculate bearing clearance. Secondly I will then repeat the process with the ARP bolts from this engine and calculate bearing clearance. I have another S65 here that is torn down as well, and I will provide data from that engine as well. This second engine actually suffered rod bearing failure. Quote:
Quote:
Inadequate crush will also result in the bearing not sitting tightly enough into the rod bore, and will reduce the heat transfer ability of the bearing causing it to wear out prematurely. Think of it this way... You have an electric coil stove and you want to heat up your butter knife to make it hot. If the knife is placed gently with its own weight on the heat coil, it will take longer for the heat generated to transfer from the coil to the knife. Now if you were to press the knife onto the heat coil, you will transfer that heat faster. In the case of bearings being properly set into the connecting rod bore, this is called radial pressure. Quote:
The connecting rod bolt is one of the most, if not the most important set of bolts in the engine. Oversight here in any shape or form is disastrous. Think 991 Porsche GT3. I would also like to add, the intention of this post was not to take away from all the hard work from guys like PencilGeek (a.k.a. regular_guy) and all the other contributors. In the next few days I will verify my findings and share them with everyone.
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12-31-2014, 02:43 PM | #56 |
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As promised... The original rod bearings out of this engine at 6000 miles.
Images labeled from Cylinder 1-8 accordingly.
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12-31-2014, 03:36 PM | #58 |
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Do you have any links to threads supporting this claim, or any pictures? Thanks
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12-31-2014, 03:38 PM | #59 |
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This is an awesome post...thanks for taking the time to make this thread!
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12-31-2014, 03:54 PM | #60 |
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12-31-2014, 04:03 PM | #62 |
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If you know the guy and can get these pictures, it would be greatly appreciated. To me this all points to BMW spotty engine manufacturing. My '09 engine for instance is fine at 108K miles, while a new 2013 engine like this would never make it to 100K miles. The crack on the block near where the bolt went in is even further evidence of poor engine assembly quality control. Although this could have been aggravated by the pressure from the supercharger. I wonder where and how these engines were manufactured? I know that with the 335I for example, early builds like mine were all robot assembled in Germany. Later on BMW started manufacturing the cars by hand in South Africa, and when you sat in the interior, you could see just how much cost cutting had gone on, on the manufacturing side. I wonder if something similar could have happened here, were some of the engines were manufactured in house, while others got sub-contracted out.
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12-31-2014, 04:08 PM | #63 |
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What year and mileage was this engine, and what was it's history?
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12-31-2014, 04:20 PM | #64 |
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Being a poor black man, certainly comes in handy at times. In May I bought my '09 M3 w/ 95K or so miles. Carfax showed it sat at the dealer for two years, and some real estate guy bought it, and drove it on the interstates for two years straight. I did a ton of maintenance to it (pushing fluids), and tracked it hard at 3 different events. Now, I'm at 108K miles, just came back from Georgia, with the jewel of a car, and I'm continuing to sign up for track days next year. My point is, that, ironically, buying cars with ultra high miles, is not just being cheap, but is actually smart, because you know for certain, the engines were assembled to spec. This stuff I see nearly every week on here with some <45K engine's bearings all chewed up, shows just how much of a dangerous gamble buying a low mileage vehicles is.
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12-31-2014, 04:21 PM | #65 |
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Looks to be debris/dirt related during the engines assembly. The crankshaft was fully inspected during my tear down, there is nothing on the crankshaft that would have led to this. No high spots, scratches or polishing errors.
Notice how the VAC/Calico bearing on the same cylinder when assembled with a conscious effort on cleanliness and meticulous practices that it doesn't exhibit this same scratching on the bearing surface. The other engine is my very own engine from my 2011 E92 M3. This engine has remained naturally aspirated and unmodified for its entire life with 5000-6000 miles oil change intervals. Engine failed from rod bearing failure at approximately 39,000 miles.
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12-31-2014, 04:56 PM | #66 | |
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You're at the mercy of BMW's automated engine build process. Who knows, even a cockroach could have entered an engine during the assembly process.
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