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E46 M3 (2001-2006) Engine: S54 - Max Hp: 333 hp at 7,900 rpm / 262 lb/ft at 4,900 rpm
Total Produced: 45,000+ - Years Produced: 2001 to 2006.


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Old Sat, Jun-23-2018, 10:47:35 AM   #41
Obioban
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Default Re: A good example of why my engine internals have remained stock

I'm going to change my statement:
If lash is set to the factory spec, there is M clunk.

I think part of the problem is that there's confusion as to what M clunk is-- M clunk only occurs when going from first to reverse or reverse to first. Any other clunk is not "M clunk".
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Old Sat, Jun-23-2018, 02:24:11 PM   #42
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Default Re: A good example of why my engine internals have remained stock

Yeah my rebuilt unit from Dan@diffsonline had it. I was kinda upset, I thought a new tighter unit would not have it and would slowly creep in with wear .
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Originally Posted by Obioban View Post
I'm going to change my statement:
If lash is set to the factory spec, there is M clunk.

I think part of the problem is that there's confusion as to what M clunk is-- M clunk only occurs when going from first to reverse or reverse to first. Any other clunk is not "M clunk".
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Old Mon, Jun-25-2018, 03:14:21 AM   #43
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Default Re: A good example of why my engine internals have remained stock

To your original point, I too would pretty much stay with OE internals; there are things I'd consider. In some engines, the likes of ARP can easily make improved parts with little to no testing, as they're doing so on engines that aren't anywhere NEAR the hp/liter or surface speeds of the S54, as just one example. Things are so overdesigned and heavy in an LSx for example, aftermarket parts can be off and never fail.
---
I would consider OE coated rod bearings, but I'd have to re-read the purpose. if it is a slippery nano coating that fills in divots in standard bearings - essentially a surface deviation improvement to make it more mirror-like, that's one thing. If it is to harden the bearing surface, I wouldn't do it. There is going to be heat and wear between the crank and the bearings, I would never risk increased crank wear with a coating that hardens the bearing surface. (not saying they do that, is why I'd need to re-research this).
Cams: I think Shrick made S52 cams; but who ever made them had a mold or process problem; I've seen too many well-maintained engines with holes just below the ground surface that become exposed with wear, including my own.
For other internal running gear, regardless of the testing rigor BMW did or didn't do, they did do life tests, as just one example. You can't tell me some of these other companies do that to the degree BMW does. I expect they analyze material, and do some basic design that possibly improves strength, say via material or cross section thickness, and maybe bench stress test them. But run them to failure in an engine; doubtful. furthermore, if they don't have original factory specs, they're analyzing average as-builts to get dimensions. A small error, or lack of QC could make a difference. Not saying BMW is flawless here in any regard, only that the history now exists on weak parts like the vanos hub, variability, etc that you'll NEVER have with some of these other aftermarket parts. Population is lower to the point where you can't even build anecdotal history on longevity, only on failures/problems.

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Old Mon, Jun-25-2018, 11:04:06 AM   #44
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Default Re: A good example of why my engine internals have remained stock

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Originally Posted by RedM3/4 View Post
To your original point, I too would pretty much stay with OE internals; there are things I'd consider. In some engines, the likes of ARP can easily make improved parts with little to no testing, as they're doing so on engines that aren't anywhere NEAR the hp/liter or surface speeds of the S54, as just one example.
I'm not super inclined to change to ARP hardware on the S54, which doesn't seem to have any hardware shortcomings outside of the cam bolts.
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Old Mon, Jun-25-2018, 01:18:20 PM   #45
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Default Re: A good example of why my engine internals have remained stock

Quote:
Originally Posted by RedM3/4 View Post
To your original point, I too would pretty much stay with OE internals; there are things I'd consider. In some engines, the likes of ARP can easily make improved parts with little to no testing, as they're doing so on engines that aren't anywhere NEAR the hp/liter or surface speeds of the S54, as just one example.
I'm not super inclined to change to ARP hardware on the S54, which doesn't seem to have any hardware shortcomings outside of the cam bolts.
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Old Mon, Jun-25-2018, 01:25:21 PM   #46
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Default Re: A good example of why my engine internals have remained stock

Right, my point is on the big v8's, they can easily offer an improved product for any number of items, with less risk. Not sure how necessary the rod bolts would be on the v8's either, ARP as a company was just an example.

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Old Tue, Jun-26-2018, 07:48:02 PM   #47
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Default Re: A good example of why my engine internals have remained stock

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Originally Posted by Drewster View Post
The folks complaining about M-clunk really need to go drive an R35 GT-R.. you'll never complain about driveline noise again
He's not kidding!
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Discussing A good example of why my engine internals have remained stock in the E46 M3 (2001-2006) Forum - Engine: S54 - Max Hp: 333 hp at 7,900 rpm / 262 lb/ft at 4,900 rpm
Total Produced: 45,000+ - Years Produced: 2001 to 2006. at BMW M3 Forum.com (E30 M3 | E36 M3 | E46 M3 | E92 M3 | F80/X)