Personally, I think the most plausible explanation lies in the S65 vs most other engines as the way to properly drive one is quite different from most out there. A couple of the folks on here did exhaustive measurements of the cranks and rods and then spec'ed new bearings with increased clearance. Especially a warranty that would cover the throttle actuators, which is a far more likely failure in these cars. The engine must be supported from above with an engine brace. We have a solution, buy one without the system. As for the overall appeal of the interior it simply absolutely stunning.
I tried searching for this topic before making a thread, but it seems that it hasn't been discussed here. But while the high-revving V8 pulls all the way to a lofty redline, its small size can't match the torque from larger displacement V8s. There are no definitive numbers, but failure rate seems to be about 1% arguably. Whether or not it seems believable right now the shape of the crank end of the rod actually gets a bit oblong during parts of the engine cycle, and this can cause unnecessary stress and wear on the rod, the rod bearing, and especially the crank. Of course the dealer will be able to figure it out for you just make sure you show one of the techs the noise not just the service advisors. This situation is also what makes me a bit uneasy about the common suggestion that a coated rod bearing is a great solution on the S54. What is the issue at hand, clients ask? Beyond putting out big power from stock engines and even more from stroker and supercharged applications , our true equal-length headers change the shape of the exhaust sound, eliminating some of the muddiness of mismatched exhaust pulses for an intoxicating, crisp, and harmonious note.
The rod bearings are responsible for keeping the rod end safe from the pounding it takes as 50-100 horsepower beats down on it from above. My thread - sold Click to view the network of forums hosted by TheFanatics. Personally, I just wouldn't feel easy running a higher miler 60k+ S65 or S85 without changing them. The rod bearings in the S65 V8 have been known to fail within 60,000 miles. It comes down to driver responsibility really. We the manuals are more future-proof and probably better to own in the long run considering that these cars are getting up there in age and miles. For the S54 this is the rod bearing.
Customer Reviews Average Customer Review: Not yet rated and share your thoughts with others. That engine made this generation M3 one of our favorites and also one of the most unique. Naturally a pair of sharp eyes are an absolute must to catch this issue at hand and address it in a timely manner. The best way to tell is to remove the filter and look for any bearing material in the filter. If I were you, I would spend the money and get the bearings done as soon as you get the car.
That is the fastest way to get the vehicle fixed and not play the telephone game. The expense of doing this of course can mean that engine reliability can suffer. Now, I'm not saying the other guys work isn't on par, I just prefer working with Peter for the reasons stated above. After some digging on the M3post forums, I read through a thread about how the S65 suffered from rod and main bearing issues which caused as a sort of ticking noise, though from what I understand only earlier years were affected by this problem. Harrop's electronic bypass valve is a world's first electronic boost control for an aftermarket positive displacement supercharger kit, and it assures perfect and proper boost is always on tap. He thought about it for a moment and we both agreed that I would only change the rod bearings when I changed the oil.
He is almost as meticulous as I am, and frankly the only person I trust with a wrench within a mile of my car. Thank you for your thoughts on this. You can add luxury features like rear sunshades, full leather seats, navigation, and electric everything or you could also order the M3 with manual seats, a cloth interior, and a simple six-speed manual transmission. After proper oil level is ensured and the car is fully warmed up it is taken for a test drive to verify that the car is running as it should. His car has just over 58k miles. An interesting read none the less.
Interior and Exterior Sitting inside the E92 M3 your love handles will be hugged gently from the oversized seat bolsters. The ideal operating viscosity for an engine is 10, so you can see that a thinner oil is running closer to the optimal viscosity 10 for most of the time, when cold and when at normal operating temperature. If the M3 is a car you want to buy, drive hard, and keep, it would be a wise investment to have them swapped at some interval. If a person is in the position to do a complete rebuild and intends to drive the car aggressively I think modifying the crankshaft for future reliability is a wise decision to minimize future maintenance and reduce the chances of catastrophic engine failure. But if you believe it, you may decide to spend money for that. While you highlight some benefits that M3post M3 owners suggest they found in using M1 0W40 you omit the significant number who had elevated oil consumption, higher levels of iron in blackstone reports and the number of engine failures. The ideal operating viscosity for an engine is 10, so you can see that a thinner oil is running closer to the optimal viscosity 10 for most of the time, when cold and when at normal operating temperature.
If swarf had caused it, scoring would be present - there was no scoring, just an even wear pattern through to the copper layer - caught just in time before ruining the crank, along with blocking your oil ways and Vanos pump with bearing material - completely ruined engine. The explanation they gave was that the rod bearings were manufactured incorrectly resulting in too tight of a rod bearing clearance when the engines were assembled. This seems to be a well-documented issue: There are many people having issues with noises from the S65. Thankfully a transmission software update can be installed for free from the dealer to fix the lag issue. It's a fully stainless performance exhaust with dyno-developed power gains and an engineered system that minimizes drone.
Sure it will not hurt and cleaner oil is always good. This system, complete with Catted X-Pipe and Longtube Tri-Y Headers, makes more power than any header-back system we've tested - full race, catless, and resonator-free systems included! They have been making fantastic driveline and engine fasteners for years, and in addition to making great products they provide great customer service and will even create custom hardware if needed. Now, I'm not saying the other guys work isn't on par, I just prefer working with Peter for the reasons stated above. There could be a number of reasons for premature failure with a lot of finger-pointing as to the real cause. Once we choose the rod, which can vary depending on customers preferences, we then measure the compression height we desire and order our custom piston from one of the various suppliers we use. The graph clearly shows that there is a convergence in the viscosity of both oils at very high temperatures, so that the hotter they both get, the smaller the difference in viscosity. One must also remember that the M3's have high revving engines with piston speeds of over 25 meters per second 8000rpm one can imagine the stress this creates on the moving parts.