Would love to hear more about sleeving in the next video, for example what's the difference between iron vs steel sleeves in terms of strength and what kind of pistons you need (cast or forged) for each. Are there any downsides to sleeving? Questions we should ask the machine shop when getting a block sleeved? Very curious about that process. Thanks
The sleeves, regardless of material, win or lose on block prep. Both are silly strong, and when installed correctly will outlast everything. Makes you wonder why BMW went away from iron sleeves ......oh, I know. You can put standard pistons and rings back in but why.
That’s a great question ! In fact I have a video in the pipeline which will be talking about that - I just need to have some free time to work on the editing
Hi, the N63TU cars are a bit rare here in Australia however the F10 M5’s I’ve done have S63TU engines which are exactly the same (assembly wise) to the N63TU
If separating all aftermarket tuning in the forms of software change and component tinkering into one lump and comparing it to cars kept as they left the factory, what is the percentage difference in reliability? Does most of the independent market lean towards engineering enhanced power output rather than reinforcing reliability?
I'm about to do a video on that but basically a good tune will not damage or compromise a healthy engine. Yes the wear is increased as power levels go up however the engine is still better off if being maintained/serviced properly than a stock engine with the standard BMW 15k kms oil changes.
@dnl35projects The industry of independent engineers seems to take up much of the slack in the development of new cars. The original product built under time-and-budget constraints that rolls out of the factory is often just a jumping-off point. Unfortunately, the spiralling electronic complexity, exotic materials and impenetrable mechanicals lock out most owners from properly maintaining their own cars without expensive expertise. You do a good job in unlocking much of that complexity, so that owners can take back some control.
Seems like the 'wear' might be a manufacturing defect. Can you rule that out? The piston skirt being worn might be down to the excessive rocking that then was tearing up the skirt coating. But the cause of that might be a machining irregularity of the bore it was in. Shouldn't there be some major scoring and scratches if it was actual wear? The appearance of piston crowns looked like it was slightly to pretty rich.
@@dnl35projects fair enough but wouldn't you expect to see similar damage on all the piston skirts, see similar damage to the other bores? I would think part of engineering a high performance engine is making serious design considerations to facilitate all cylinders are equally fueled and have equal ingress and egress of gasses, equal masses, etc. The tolerances were all wrong on 1 cylinder.
@@robt8042usually because of technical limitations the cylinders never run as rich or lean as each other. Mostly it’s due to forming of the intake and how air is distributing throughout it. Like for instance Subaru boxer engines your specifically tune after cyl 2 since it runs leanest/warmest on heavy load. Some tuners in the beginning made a average afr reading when tuning which lead to engine seize cause of the dangerously close to lean on cyl 2. Due to lack of fuel and less cooling it seized. I don’t fully know the B58 characteristics but maybe it’s a similar thing. Where cyl 3 can have a leaner condition and with a too lean tune it can lead to this. It’s atleast a plausible explanation.
Maybe test the injectors? If the injector was faulty and cylinder 3 was running lean then it would get super hot in that cylinder. And then in the heat the piston would expand more and wear itself and the cylinder wall out. But again it's just a theory one would have to verify.
Definitely a tuning issue resulting in a fuelling problem.. happened me last month. Ive just stuck a used engine in for time being keeping my other engine as a project to build myself over the next year or so.. fully forged engine single turbo 👌
@@dnl35projectsi bought my car only recently and it happened. Got very little info on current tuning of it. I think it wasn’t done properly. Engine already got a rebuild by one of its previous owners at 37k km now on 69k km and gone again. Last time cylinder 2 this time cylinder 6
Hie guyz I really need help thz thc b58 I did engine due to taping noise, discovered pistons were worn-out but nw I have missfire on number 6 I changed almost everything, I re do the engine sent the engine to ENG thy are saying everything is fine , built again start the car doing same thing change plugs, coils packs injectors , I tested compression it's over 1560 psi help please
Basically you ran out of things to be the issue. If the engine is good, you have have new coils, plugs and injectors, the issue is either in the wiring harness or the ECU itself.
Would love to hear more about sleeving in the next video, for example what's the difference between iron vs steel sleeves in terms of strength and what kind of pistons you need (cast or forged) for each. Are there any downsides to sleeving? Questions we should ask the machine shop when getting a block sleeved? Very curious about that process. Thanks
The sleeves, regardless of material, win or lose on block prep. Both are silly strong, and when installed correctly will outlast everything. Makes you wonder why BMW went away from iron sleeves ......oh, I know.
You can put standard pistons and rings back in but why.
That’s a great question ! In fact I have a video in the pipeline which will be talking about that - I just need to have some free time to work on the editing
Excellent
Thanks i
welcome baack brother, now you did the b58 and still i havent seen the N63tu :(
Hi, the N63TU cars are a bit rare here in Australia however the F10 M5’s I’ve done have S63TU engines which are exactly the same (assembly wise) to the N63TU
If separating all aftermarket tuning in the forms of software change and component tinkering into one lump and comparing it to cars kept as they left the factory, what is the percentage difference in reliability?
Does most of the independent market lean towards engineering enhanced power output rather than reinforcing reliability?
I'm about to do a video on that but basically a good tune will not damage or compromise a healthy engine. Yes the wear is increased as power levels go up however the engine is still better off if being maintained/serviced properly than a stock engine with the standard BMW 15k kms oil changes.
@dnl35projects The industry of independent engineers seems to take up much of the slack in the development of new cars. The original product built under time-and-budget constraints that rolls out of the factory is often just a jumping-off point.
Unfortunately, the spiralling electronic complexity, exotic materials and impenetrable mechanicals lock out most owners from properly maintaining their own cars without expensive expertise.
You do a good job in unlocking much of that complexity, so that owners can take back some control.
Seems like the 'wear' might be a manufacturing defect. Can you rule that out? The piston skirt being worn might be down to the excessive rocking that then was tearing up the skirt coating. But the cause of that might be a machining irregularity of the bore it was in. Shouldn't there be some major scoring and scratches if it was actual wear?
The appearance of piston crowns looked like it was slightly to pretty rich.
I think it’s got more to do with the absence of a proper tune than a manufacturing defect -
@@dnl35projects fair enough but wouldn't you expect to see similar damage on all the piston skirts, see similar damage to the other bores?
I would think part of engineering a high performance engine is making serious design considerations to facilitate all cylinders are equally fueled and have equal ingress and egress of gasses, equal masses, etc. The tolerances were all wrong on 1 cylinder.
@@lcambilargiu Good point, to me it seems like an injector issue on cyl #3
@@robt8042usually because of technical limitations the cylinders never run as rich or lean as each other. Mostly it’s due to forming of the intake and how air is distributing throughout it. Like for instance Subaru boxer engines your specifically tune after cyl 2 since it runs leanest/warmest on heavy load. Some tuners in the beginning made a average afr reading when tuning which lead to engine seize cause of the dangerously close to lean on cyl 2. Due to lack of fuel and less cooling it seized. I don’t fully know the B58 characteristics but maybe it’s a similar thing. Where cyl 3 can have a leaner condition and with a too lean tune it can lead to this. It’s atleast a plausible explanation.
Maybe test the injectors? If the injector was faulty and cylinder 3 was running lean then it would get super hot in that cylinder. And then in the heat the piston would expand more and wear itself and the cylinder wall out. But again it's just a theory one would have to verify.
Yes, the owner bought new injectors but still sent all old ones to get tested
What went wrong?
The owner. The owner went wrong.
I kind of agree :)
Use ductile iron sleeves for the repair.
Thats a good but expensive option
You have to check the crankshaft!!!! middle pistons have more wear................
We'll get it checked for sure
Sleeve masta..ehe😂
LOL
Definitely a tuning issue resulting in a fuelling problem.. happened me last month. Ive just stuck a used engine in for time being keeping my other engine as a project to build myself over the next year or so.. fully forged engine single turbo 👌
I thought the same
@@dnl35projectsi bought my car only recently and it happened. Got very little info on current tuning of it. I think it wasn’t done properly. Engine already got a rebuild by one of its previous owners at 37k km now on 69k km and gone again. Last time cylinder 2 this time cylinder 6
Hie guyz I really need help thz thc b58 I did engine due to taping noise, discovered pistons were worn-out but nw I have missfire on number 6 I changed almost everything, I re do the engine sent the engine to ENG thy are saying everything is fine , built again start the car doing same thing change plugs, coils packs injectors , I tested compression it's over 1560 psi help please
Basically you ran out of things to be the issue. If the engine is good, you have have new coils, plugs and injectors, the issue is either in the wiring harness or the ECU itself.