CSL crankshaft bearing shell

Jetcat · 22-09-2013, 02:17 PM

Hello,

Can anybody give me an advice if there are problems on the CSL with the crankshaft bearing shells?
Some people in Germany recommend to change them on a regular base if the car makes a lot of trackdays.
On my former M3 E46 SMG from 2002, I got them changed by BMW with a letter from Munich for safety-reasons.
Thanks,

The Gorilla · 22-09-2013, 03:35 PM

Hi,

S54 Engine in production between
Feb 2001 and June 2003 were all
subjected to the 'Bottom end''
recall.

As your car was 2002 and more than
likely running a 2002 built engine
then it would have been subjected
to the recall.

The issue with the shells was identified
prior to CSL engine [ S54 Short block]
production started, although one or two blocks
could have been used ?

As regards changing shells that's more a type of use
and mileage consideration, if your still making
good oil pressure, then personally I would
leave well alone, unless its some sort of
dedicated Race Car or Track Weapon seeing
high revs for most of its running hours.

Regards,

The Gorilla.

Jetcat · 22-09-2013, 03:58 PM

Thanks,
As my CSL is from 2003, I remember having read somewhere that BMW recommends to change the shells at about 100.000 km.

**shimmy** · 22-09-2013, 04:29 PM

Quote:

Originally Posted by Jetcat

Thanks,
As my CSL is from 2003, I remember having read somewhere that BMW recommends to change the shells at about 100.000 km.

Hmmmmmm, prob a good idea

Monkey · 22-09-2013, 04:29 PM

I had a set fail recently. Replaced the failed head gasket, and literally on the roadtest afterwards they failed. Number 6 was the worst, just managed to save the crank. They had all started to wear though.

That's the first CSL I have seen with the shells failed to be fair. If you're in any doubt, or just want piece of mind I'd just get them replaced. You can uprate to ARP bolts as well if you like. It's not that expensive a repair either when you put it in perspective. Although it would be fairly pricey at a main dealer I would guess.

**shimmy** · 22-09-2013, 04:44 PM

Quote:

Originally Posted by Monkey

I had a set fail recently. Replaced the failed head gasket, and literally on the roadtest afterwards they failed. Number 6 was the worst, just managed to save the crank. They had all started to wear though.

That's the first CSL I have seen with the shells failed to be fair. If you're in any doubt, or just want piece of mind I'd just get them replaced. You can uprate to ARP bolts as well if you like. It's not that expensive a repair either when you put it in perspective. Although it would be fairly pricey at a main dealer I would guess.

How much would you GUESS shells are to replace?

Mine went at 65k Miles,

sjb · 22-09-2013, 05:18 PM

So did mine, in fact James is probably talking about my car

Monkey · 22-09-2013, 08:27 PM

Hmm, 2 sets I know of then!

Shells are roughly £130+vat for the set, same again for ARP bolts ( a little less for the genuine ones), a new gasket and 4 hours labour. Something around £700 all inc from us I think.

Some dealers are doing 10+ labour rates for older cars, so not sure if that's applicable. If full labour rate was charged it would be over £1000 though. A drop in the ocean for you CSL boys

This is where the warranty comes into its own again. If you have a compliant dealer you can easily get your moneys worth out of that!

When I say its cheap when you put in in perspective I meant against having to buy a bottom end/donor engine(if you can find one!)

When you hear the bottom end starting to go, I would say you have about 10-20 miles driving before it destroys the crank.

65k Shimmy?! wow, that is incredibly premature. Must have had a hard life...

**shimmy** · 22-09-2013, 08:37 PM

Quote:

Originally Posted by Monkey

65k Shimmy?! wow, that is incredibly premature. Must have had a hard life...

Second place is first of the losers

I'm thinking more about the next change

Pooky · 22-09-2013, 11:26 PM

I think there's a fair number that have had shells go straight away after a head gasket change (might not admit it) so there might be a link to how the engine is pressured and restarted after build?

22-09-2013, 02:17 PM	#1
Jetcat Wonky 'L' after Washing Join Date: Jun 2013 Posts: 11 Casino cash: $347	CSL crankshaft bearing shell Hello, Can anybody give me an advice if there are problems on the CSL with the crankshaft bearing shells? Some people in Germany recommend to change them on a regular base if the car makes a lot of trackdays. On my former M3 E46 SMG from 2002, I got them changed by BMW with a letter from Munich for safety-reasons. Thanks,

22-09-2013, 05:18 PM	#7
sjb S5 - Full Throttle Join Date: Jan 2013 Location: Brighton. Posts: 372 Casino cash: $6192	So did mine, in fact James is probably talking about my car __________________ Car no. 406

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22-09-2013, 03:35 PM	#2
The Gorilla S5, Sport Off, DSC M-track Join Date: Apr 2008 Posts: 740 Casino cash: $14401	Hi, S54 Engine in production between Feb 2001 and June 2003 were all subjected to the 'Bottom end'' recall. As your car was 2002 and more than likely running a 2002 built engine then it would have been subjected to the recall. The issue with the shells was identified prior to CSL engine [ S54 Short block] production started, although one or two blocks could have been used ? As regards changing shells that's more a type of use and mileage consideration, if your still making good oil pressure, then personally I would leave well alone, unless its some sort of dedicated Race Car or Track Weapon seeing high revs for most of its running hours. Regards, The Gorilla.

22-09-2013, 03:58 PM	#3
Jetcat Wonky 'L' after Washing Join Date: Jun 2013 Posts: 11 Casino cash: $347	Thanks, As my CSL is from 2003, I remember having read somewhere that BMW recommends to change the shells at about 100.000 km.

22-09-2013, 04:29 PM	#5
Monkey S5 - Full Throttle Join Date: May 2013 Location: Haywards Heath Posts: 266 Casino cash: $7387	I had a set fail recently. Replaced the failed head gasket, and literally on the roadtest afterwards they failed. Number 6 was the worst, just managed to save the crank. They had all started to wear though. That's the first CSL I have seen with the shells failed to be fair. If you're in any doubt, or just want piece of mind I'd just get them replaced. You can uprate to ARP bolts as well if you like. It's not that expensive a repair either when you put it in perspective. Although it would be fairly pricey at a main dealer I would guess.

22-09-2013, 08:27 PM	#8
Monkey S5 - Full Throttle Join Date: May 2013 Location: Haywards Heath Posts: 266 Casino cash: $7387	Hmm, 2 sets I know of then! Shells are roughly £130+vat for the set, same again for ARP bolts ( a little less for the genuine ones), a new gasket and 4 hours labour. Something around £700 all inc from us I think. Some dealers are doing 10+ labour rates for older cars, so not sure if that's applicable. If full labour rate was charged it would be over £1000 though. A drop in the ocean for you CSL boys This is where the warranty comes into its own again. If you have a compliant dealer you can easily get your moneys worth out of that! When I say its cheap when you put in in perspective I meant against having to buy a bottom end/donor engine(if you can find one!) When you hear the bottom end starting to go, I would say you have about 10-20 miles driving before it destroys the crank. 65k Shimmy?! wow, that is incredibly premature. Must have had a hard life...

22-09-2013, 11:26 PM	#10
Pooky S4 - Getting the hang of it Join Date: Jan 2012 Posts: 187 Casino cash: $11992	I think there's a fair number that have had shells go straight away after a head gasket change (might not admit it) so there might be a link to how the engine is pressured and restarted after build?