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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 Tue, Jun-19-2018, 02:29:08 PM   #1
Obioban
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Arrow A good example of why my engine internals have remained stock

http://www.m3post.com/forums/attachm...2&d=1529351493

Credit to jcolley for finding this!

Fun seeing BMW internal documents that don't normally make it out.
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Last edited by Obioban; Tue, Jun-19-2018 at 02:44:28 PM.
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Old Tue, Jun-19-2018, 02:35:21 PM   #2
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Default Re: A good example of why my engine internals have remained stock



I understood "V10"
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Old Tue, Jun-19-2018, 02:42:16 PM   #3
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Default Re: A good example of why my engine internals have remained stock

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I understood "V10"
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Old Tue, Jun-19-2018, 02:46:32 PM   #4
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Default Re: A good example of why my engine internals have remained stock

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Spot on.
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Old Tue, Jun-19-2018, 02:38:42 PM   #5
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Default Re: A good example of why my engine internals have remained stock

Can we get cliff notes for plebeians like myself?
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Old Tue, Jun-19-2018, 02:43:34 PM   #6
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Default Re: A good example of why my engine internals have remained stock

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Can we get cliff notes for plebeians like myself?
BMW already did the work.
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Old Tue, Jun-19-2018, 03:21:41 PM   #7
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Default Re: A good example of why my engine internals have remained stock

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Can we get cliff notes for plebeians like myself?
Crankshafts are pieces of metal. Even though they may feel rigid and immobile when you hold them, with enough force at the right frequency/ speed they (like any other piece of metal) will start to bend and flex. As they do, the geometry of the engine is compromised, and the balance of the engine that may work perfectly at a "static" state no longer holds true in a dynamic scenario.

While some things like weight and bearing size may be reduced for a reduction in rotational inertia, reduce too much or in the wrong way and the dynamic scenario is even worse.

This presentation essentially explains the simulation of the engine to account for all of these dynamic states, and how they optimized the engine internals to not only reduce the rotating mass of the engine, but reduce the stress on bearings, etc.


...granted, based on the actual lifespan of a BMW V10, I kinda wish they were simulating for a lifespan beyond 1 warranty period.. but hey, it's cool engineering
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Old Tue, Jun-19-2018, 05:26:09 PM   #8
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Default Re: A good example of why my engine internals have remained stock

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This presentation essentially explains the simulation of the engine to account for all of these dynamic states, and how they optimized the engine internals to not only reduce the rotating mass of the engine, but reduce the stress on bearings, etc.


...granted, based on the actual lifespan of a BMW V10, I kinda wish they were simulating for a lifespan beyond 1 warranty period.. but hey, it's cool engineering
This analysis just looked at minimizing the radial forces on the main crank bearings through crankshaft design. Rod bearing width, and ultimately their ability to cope with those forces was totally out of scope on this particular analysis. Whatever they did to "optimize" the rod bearing width, they didn't do a very good job there as evidenced by the actual lifespan of the S85.
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Old Tue, Jun-19-2018, 05:29:45 PM   #9
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Default Re: A good example of why my engine internals have remained stock

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This analysis just looked at minimizing the radial forces on the main crank bearings through crankshaft design. Rod bearing width, and ultimately their ability to cope with those forces was totally out of scope on this particular analysis. Whatever they did to "optimize" the rod bearing width, they didn't do a very good job there as evidenced by the actual lifespan of the S85.
From what I've seen, the s85 mains don't seem to have the same random failure as the s65 mains.

... rod bearings, though...
(though that seems to maybe be more of a clearance issue than width issue)
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Old Tue, Jun-19-2018, 05:52:55 PM   #10
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Default Re: A good example of why my engine internals have remained stock

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Originally Posted by Volke View Post
This analysis just looked at minimizing the radial forces on the main crank bearings through crankshaft design. Rod bearing width, and ultimately their ability to cope with those forces was totally out of scope on this particular analysis. Whatever they did to "optimize" the rod bearing width, they didn't do a very good job there as evidenced by the actual lifespan of the S85.
I donít think you have a strong argument considering many e60 M5ís on the market have over 100k miles with some even closer or past 150k miles. In relative terms, Iíd say it has a pretty good lifespan.
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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)