Preventive Maintenance.

[mattCSLnut]

Originally Posted by cslsuperfan

Matt

re: main bearing and oil pump change

a few peeps recommend this @ 60k miles

Is this preventative maintenance or another example of extreme over servicing?

Just a thought as my car is @ Barts at the mo.

Defo preventative maintenance mate especially as you're still Tracking yours Ben as it's piece of mind (as Can said earlier) to get these done, but do insist on ARP bolt kit over OEM: http://www.turnermotorsport.com/p-22...-m11-size.aspx

[select]

@matt

As far as i am concerned the engine used in the CSLs already use the newer rod bolt design which are M10x1,25 those you've linked to are replacements for the old M11 bolts. So those you've linked wouldn't fit.
See this link for reference:
http://bmwfans.info/parts-catalog/E4...rod/#7834310_2

The redesigned ones are pretty reliable but BMW recommends you use new bolts everytime you change your bearings because they have a one-time-use stretch design.

I am picking my CSL up tomorrow, i told them to keep my old bearings so i can upload some pictures of them if anybody is interested.

[mattCSLnut]

Originally Posted by select

@matt

As far as i am concerned the engine used in the CSLs already use the newer rod bolt design which are M10x1,25 those you've linked to are replacements for the old M11 bolts. So those you've linked wouldn't fit.
See this link for reference:
http://bmwfans.info/parts-catalog/E4...rod/#7834310_2

The redesigned ones are pretty reliable but BMW recommends you use new bolts everytime you change your bearings because they have a one-time-use stretch design.

I am picking my CSL up tomorrow, i told them to keep my old bearings so i can upload some pictures of them if anybody is interested.

Sorry "select" wrong ARP link ... these are the ones I meant :http://www.turnermotorsport.com/p-22...-m10-size.aspx Highly regarded by race engine builders.
... and I'm aware of the nature of any stretch bolt it's single use only
Good luck with your CSL tomorrow and I'll be interested to see the pix of your old engine bits

[cslsuperfan]

Originally Posted by mattCSLnut

Defo preventative maintenance mate especially as you're still Tracking yours Ben as it's piece of mind (as Can said earlier) to get these done, but do insist on ARP bolt kit

Matt

I've emailed Damian for a quote.

[J2LTB]

I've changed a leaking cpc valve on the side of the block.
Headlight level sensor arm on the front as it had seized.
Full Vanos rebuild using the American seals.
Vanos soliniod. These can get cracked circuit boards.
Track rods always seize up and I've replaced mine.
Head gasket has been swapped.
Plastic throttle linkages on inlet manifold had some play so I renewed those.
Special diff oil with friction modifier to stop the grinding sounds.
Rear exhaust hangers split over time.
Exhaust backbox flanges corrode and fail.
Smg Salmon relay swap
Alternator and battery will fail eventually

Just a small list of things I've done to keep cesil going strong .

[mattCSLnut]

Originally Posted by cslsuperfan

Matt

I've emailed Damian for a quote.

Good on U mate I hope you've used the correct ARP bolt link ? as in this one: http://www.turnermotorsport.com/p-22...-m10-size.aspx ... and not the first one I posted in error

[cslsuperfan]

Originally Posted by mattCSLnut

Good on U mate I hope you've used the correct ARP bolt link ? as in this one: http://www.turnermotorsport.com/p-22...-m10-size.aspx ... and not the first one I posted in error

Yep

pasted the second link

[select]

Originally Posted by mattCSLnut

Sorry "select" wrong ARP link ... these are the ones I meant :http://www.turnermotorsport.com/p-22...-m10-size.aspx Highly regarded by race engine builders.
... and I'm aware of the nature of any stretch bolt it's single use only
Good luck with your CSL tomorrow and I'll be interested to see the pix of your old engine bits

No Harm done, matt.
Didn't knew that those are availiable in M10.. but i am thinking if the current BMW ones held up 100.000km the new ones are going to aswell..

Onto the bearings.. took some pics but apparently the camera is a bit beat up .. sorry for the rubbish pics
Trying to get some better pics done..

Car has had 110.000km or 68.000 miles when they were changed.
Mechanic said they are in a rather good condition, he has seen way worse.
But Cylinder 6 is the worst as it always seems to be the case with the S54.

[GregorFuk]

Originally Posted by cslsuperfan

Matt

re: main bearing and oil pump change

a few peeps recommend this @ 60k miles

Is this preventative maintenance or another example of extreme over servicing?

Just a thought as my car is @ Barts at the mo.

It feels like over egging to me but I each to their own I guess. I'd expect an engine to go a fair bit longer than 60K before it needs new shells etc.

People would do well to remember the basic failure rate bath tub curve. You can actually increase your potential of suffering a failure by replacing things early. Replacing head gaskets 'just in case' seems an unnecessary risk to me, I can't think of another engine where you'd do that. Even the K-Series community has the patience to wait for them to pop first. Wear rates on oil pumps are usually low, they are robustly designed, submerged in oil, and pump oil all day. Hardly a high wear environment.

There is a degree of logic behind the "If it ain't broke, don't fix it" approach.

[cslsuperfan]

Originally Posted by GregorFuk

It feels like over egging to me but I each to their own I guess. I'd expect an engine to go a fair bit longer than 60K before it needs new shells etc.

People would do well to remember the basic failure rate bath tub curve. You can actually increase your potential of suffering a failure by replacing things early. Replacing head gaskets 'just in case' seems an unnecessary risk to me, I can't think of another engine where you'd do that. Even the K-Series community has the patience to wait for them to pop first. Wear rates on oil pumps are usually low, they are robustly designed, submerged in oil, and pump oil all day. Hardly a high wear environment.

There is a degree of logic behind the "If it ain't broke, don't fix it" approach.

Gregor

I agree with the above. My decision to go ahead with the preventative maintenance stems from an accumulation of events-

1. a friends csl suffered total bottom end fail @ 70K miles- verdict- thrown main which destroyed the crank
2. Gareth @ Bart's has seen several csl's in recent months with the above failure.

I'm hoping a little invested now will sustain the car well into 100K + miles especially as my annual track day quota is likely to rise.