Please make those technical conversations with David and in general about engines and what not happen more frequently. So cool to get an insight into racing by a driver. Such a nice guy. And also more BMW content😁.
Would be interesting to see how the S58 and its torque converter automatic stands up to the rigors of Apex N'ring demands. Also keen to keep an eye on how long the GT2RS engine lasts before it taps out. Thanks to Robert and his team for sharing this one-of-a-kind content. Riveting stuff for me.
35K KM of Ring use and tuned is impressive, the recommended rebuild of S55's for GT4 race class is every 24k miles. Which is quite impressive compared to other manufacturers as Robert mentioned. Lol at people in this thread who think this is poor, most engines would have died long ago.
Yeah you really need to factor in the tune, you can't expect any guarantees when you take something well beyond the manufacturers specifications. BMW really did a brilliant job with the S55, if that's how it does with a tune that adds ~100hp think about how solid it is if you keep it stock...
I think there was one more horizontal crack right in line with the next water jacket visible right at 19:23. That block with some better sleeves machined in can live for ever below 600bhp even with the stock internals from what it looks like now. The factory sleeves however seem to suffer somehow past some heat levels and the high power may be speeding up this process while keeping it at lower power will certainly not eliminate the issue, only delay it a bit.
Tearing down the engine is easy, putting it back together in a working condition, now that's a different story, I know too well for my own good on that one 🤣
When I did that for the first time I tore the engine down in few hours and then put it back together in multiple evenings. And when cranking it the first time I was 90% sure I would just clattering. Still running after 3 years!
@@mcspikesky except with all the important stuff like replacement of all the consumables, reapplication of the various greases on surfaces and bolts, replacement of the various seals and gaskets, torquing down the bolts to their exact specifications...just those "little" details in the re-build, that's all.
Would love to have a small video series of interviews with David about racing in GT3 classes and everything else you two can come up with! Also really enjoyed this teardown, thanks Robert and George! 😄
Robert, another great discussion/gathering. I really enjoy George related content. He like you is no nonsense and direct. The enjoyment comes from the love you both show for the interactions with people, cars and the awesome relationships that this mashup of hardware and mind. Thanks
Blessed with a back to back upload from Robert himself! Hope you have found the motivation again to upload more often on YT! Curious to find out what happened to the M3 engine when I get home
Hi Robert, why don't you sleeve the block with fresh pistons and rods? Should be stronger then stock if done correctly. Andy from subi performance can do it
4:02 - Gen IV Small-block GM V8 already has Variable Valve Timing despite it is a push-road overhead valve engine, and then Gen V would see them become direct injection; I'd say the BMW S55 engine is only complicated because it has valvetronic (variable valve lift) on the intake side... otherwise it seems to be pretty standard DOHC stuff.
@20:30 You can send off the block to get welded, honed and then sleeved and then use 0.25mm oversized pistons. Should cost around $3000 for a job like that to repair the block. Would be awesome to see if a re-sleeved block can survive longer than a stock one.
Would that really be a valid option for a rental race car? I can see it being a solid option on a private street car. But as a rental race car that needs to make revenue I would go with the safer option, since breakdowns cost about double, parts and repair + missing income + salary to employees.
@@bounzig if a resleeve is done properly on an iron block, I would assume that would be stronger than stock. On an aluminum block I don't know. Anyone else with sleeve experience chime in here 💪🏼
@@bounzig def not worth the risk. I would find a shop that has already tested this with this specific block. I know many race cars that's sleeve the block in case something happens, they just replace the sleeve instead of replacing a block.
Technical videos like this are always welcome. So much to learn and its so fascinating to see how many parts to into an engine. Most engine/car related documentaries don't even come close to what's being shown here. REally appreciate the effort that goes into making these videos for us.
As I mentioned in a comment under the past video, I'm a former taxi owner in a city. In the fall, the first snow came down, and the first crash because of it. A friday 01:30 PM. A nice lady with summer tires crashed right into my taxi. Nearly impossible to drive, but I finally reached my body shop. They got on the job, three men, with sledgehammers. At 05:00 PM the taxi was ready for driving that weekend. Not painted, but all in working conditions, and that's why we use cars as Mercedes in taxis.
Could be detonation due to tune, it's also on the sides where the most sidewall wear (oval shape) will occur due to rod/stroke/piston inertia etc. Especially with high RPM. So if there is a place with maximum stress, it's where it failed, those sidewalls don't look too thin either. I'm not a BMW fan at all (I really don't like their reliability across the board) but it held up pretty well considering track/tune abuse lol. Next one I'd turn it down a bit or improve cooling and be very careful with keeping an eye on plugs/injectors etc. Or buy a real standalone ECU to monitor each cylinder, safer that way.
haha! Hi Robert, I verified your identity today and told you that I just saw the polo gti video and that I drive one myself. Do you remember? This actually made me happy and I wanted to let you know that you're data was and still is in safe hands. I hope you dont think I shared our little meeting with everyone. The only ones who will see your data are the people at the company you identified for. Thanks for being a nice dude even in "person" or on the webcam in this case! Keep it up and greetings from Bremen!
Great seeing you filming again Robert , and this video (running the business ) is very interesting . I love your all around and “all facet” approach to doing things . Very refreshing . Pls keep it up 🙏🏼
Thanks for the great content. For a future video I’d love to see everything that goes into your geometry set up on your F80 M3’s and how you have perfected the handling for your needs
might wanna get that head pressure tested, theres cracks going from the ex seats to the spark plug holes. pretty common, but you always wanna check. no need to toss the head if they dont go to into the water jackets.
Couple of observations Robert. Welcome back by the way, your laidback laconic delivery has been sorely missed! First, wouldn’t it make sense to keep the engine stock? After all more power equals more heat, stress and a higher risk of major problems and I think it highly unlikely that the customer’s lap experience would be diluted in any way if you ran stock power motors. Secondly, how important is it to have taxi drivers who can deliver the most exciting experience for your clients whilst being mechanically sympathetic to the cars? It was noticeable when I was in the GT2RS with Tim how he drove so quickly yet without putting undue stress on the motor, short shifting where necessary and no aggressive on/off throttle and braking movements. Anyway, excellent video and very informative.
That was very cool to watch....tearing stuff down is always fun. Just makes you realise how complex modern engines are...and then there's all the electronics and diagnostics on top of that! Makes you miss simple engines like the old Minis...OK maybe not :) Even modern diesels are insanely complex and expensive to repair now. BTW Pancake said "block's cracked. Cuddles pls"....
Great content and always learning something new. Just goes to show that building and driving a car hard takes a lot more to sustain that level of performance than the original investment. Not a cheap sport, but whoever said "I want to spend 3k to end up exactly where I started 3 tenths quicker" is a rational person.
Good video, more of these with mechanical details and running information please! Interesting how you reference miles or hours (or brake pads) as different ways to measure ultimately physics and entropy. You use what works for you. You have to balance performance (and fun factor) vs costs but it would be interesting to see what run life you get from the the other engines you run at a lesser tune.
Thanks for such a useful vid for S55 owners! It would be extremely helpful if you could look at the wear on the rod bearings as this seems to be an issue for some. Keep up the good work 👌👍👏👏
What a constellation! I start to get suspicious that these all were scripted: :P :) Great to see Robert back with his laidback style. We can see George working on an engine. More family moments when Misha and Pancake arrive. A conversation with a champ... I just wanted get distracted for 30mins and wind down during work while i eat my meal. Such a treat! And im not even a "big" car guy...
At what point would it make sense to get the block sleeved? Then, you’d have a spare engine for the next time this happens…or am I being thick? I have never been a big fan of Nikasil-coated aluminum being used as a cylinder surface; call me old-school.
My Gen III Hemi with variable cam timing would beg to differ with your statement about pushrod V8's. Variable lift is difficult to do when you have to feed the camshaft into the block, but variable cam timing isn't hard - all you are doing is rotating the camshaft with respect to the cam gear.
I was referring to old school v8 so that I was discussing in the video. And if it’s a traditional camshaft you’re not just rotating it. You need to adjust the intake and exhaust at different rates to adjust the overlap as I was discussing.
Wow, you guys are back up and running on TH-cam! We missed you. Where have you been? It looks like you've all got even better looking! Must be that Estée Lauder Night Repair. Go figure. Anyway, I hope too you all enjoyed the Hudson Baby Bourbon Whiskey I sent you. ❤️
@@RobertMitchell You're awesome, Robert, but I'm a minimalist. I don't have a single thing in my apartment with a logo on it. My TV has a Sony logo on it and so does my refrigerator and stove but you get what I'm saying. I need nothing. If you had a discount code for a Porsche by Singer, well then, that's another story. I'm just thrilled to see more content from your channel. Onwards and upwards!
@@davidhunternyc1 true, as a minimalist you can get your brown summer tan outside with less stuff to clutter your life up! Stay safe and warm this winter:-)
Robert actually some older GM LS gen 4 pushrod 6.2L truck motors have the a variable valve train system that modulates the lifters to add more lift at certain rpm , looking forward to visit you sometime next year in my slightly modded C5 Vette for a lap or two 🇸🇪🇺🇸
Could you theoretically machine that block and sleeve it with custom pistons and have a higher compression slightly lower displacement engine for cheaper?
Great video! Appreciate seeing how complex modern BMW motors have become. I don’t think the block can be saved. From what I’ve read, the S55 block does not have a traditional cylinder sleeve. The bores are coated with an Iron alloy using a wire-arc thermal spray process and I would be surprised if BMW has a process to repair the coating.
It doesn't matter. The whole cylinder is bored out and replaced with new steel cylinder. Same as in this video th-cam.com/video/rbTz1Ho3IDI/w-d-xo.html
I’m guessing that has to be heat related? Would be interesting to see if you could get it tested by a metals expert and see what they come back with. But I guess that as the engine is being given a hard time for a lap, then partly cooling them back on it when running as the taxi slowly over time it’s fatigued and then a crack has spread. Fascinating stuff though. Thanks for sharing.
I see a lot of cost cutting in that engine from the little bit of the insides that I saw. Firstly, is the damn plastic valve cover, single row timing chain, hollow camshafts, but Im sure there is much more. The older M50/S50 series engines were in my modest opinion way way better. One thing I absolutely can not stand are plastic engine components & obvious cost cutting in something as important as an Engine.
I agree with you about plastic engine components - they always leak and sometimes crack. Just cheapskate. I don't think a double row chain is necessary on a straight 6. The load on the chain very even - no real shock loading that you would find in other configurations. Years ago I had a E34 535 which I drove (hard) for 550 000km. Never had any problems with the single row chain.
I'm not a mechanic or anything but the valvetrain on the intake looks like nothing I've seen so far! I'm guessing this must be the valvetronic unit that allows for variable valve lift. So this would mean this engine has variable valve timing on both intake and exhaust cams and an additional cam on the intake for the valvetronic unit? I'm guessing this must be a BMW thing, so far I've only seen "older" engines apart like the jz, uz, LS, 2/2.3l ecoboost with VVTI or VCT. I also spotted in the previous video that even though it has VVT and VVL it still retains a throttle body. And it looks like the lines from the high pressure fuel pump go into a fuel rail, to then split again and feed the injectors via hardline tubes... ? Either way fascinating stuff, I love these videos!
I would love to have a rocker key chain!! that seriously sucks, when you sent the camera over the cylinder to look into it after you wiped out all the coolant and oil I could see that crack immediately before you pointed it out (camera angle and light may have had everything to do with that though). I've had that same thing happen to me once, I was heart broken. Theres nothing fun about replacing an engine block. On the bright side, sleeve and girdle then add more power??!! or maybe not...
Wow cracked a closed deck block. Is there a possibility that the block could be machined and put in ductile iron sleeves placed in the block or is that a bridge too far?
ACKCHUALLY! you can have variable cam timing on a pushrod engine, it was introduced on the Viper in 2007. It uses a cam in cam system developed my Mahle, can vary cam timing up to 45 degrees
@@RobertMitchell I mean its kinda the same thing... cam in block, except not kinda, its the same thing. I'm not trying to start a thing but you said "pushrod motors don't allow for variable valve timing", the Viper has a pushrod motor with variable valve timing. classic DOHC engine don't have variable valve timing either...
@@boblast5582 it’s known that pushrod motors can have VVT and even DoD. This video was shot together w yesterdays and cut into two later. In that filming I spoke about what i grew up on, classic simple v8 where you can rip heads and valve train off easily. It’s all about the context
Given the Industrys rule of thumb persay that Nordschleife KM is like 10 real world kms..(the Ring is the best accelerated wear test ground ) The Porsche has seen the equivalent of 440k..theoretically if it's 44k Was all race track mileage so, yeah? Thoughts?
Please make those technical conversations with David and in general about engines and what not happen more frequently. So cool to get an insight into racing by a driver. Such a nice guy. And also more BMW content😁.
^^^
RIP This Channel. Havnt seen a new post in ages. I miss the content.
Resurrection today
Plot Twist: Pancake told George what was wrong with the engine.
Panchanic
At least he stayed behind to help instead of running off to Turkey.
Psycake 🔮
She knows what’s up
@@anonymous..- trust me, George can do a better job when I'm not around. Also, I'm in this video, so idk what you're talking about.
Would be interesting to see how the S58 and its torque converter automatic stands up to the rigors of Apex N'ring demands. Also keen to keep an eye on how long the GT2RS engine lasts before it taps out. Thanks to Robert and his team for sharing this one-of-a-kind content. Riveting stuff for me.
Riveting as well for me. Great stuff. Curious about all the same.
I love how George had to stop working to play with Pancake when Misha showed up with her! 😊 I wouldn't be able to resist either! 🐾
35K KM of Ring use and tuned is impressive, the recommended rebuild of S55's for GT4 race class is every 24k miles. Which is quite impressive compared to other manufacturers as Robert mentioned. Lol at people in this thread who think this is poor, most engines would have died long ago.
Yeah you really need to factor in the tune, you can't expect any guarantees when you take something well beyond the manufacturers specifications.
BMW really did a brilliant job with the S55, if that's how it does with a tune that adds ~100hp think about how solid it is if you keep it stock...
@@Matthew-nl9kd its a trash a frkn block got cracked ffs
@@CL9k24a3 Stay in school kid
I wonder what kind of milage they would have gotten without a tune.
@@CL9k24a3 When you don't know what you're talking about, that's better to shut up.
I think there was one more horizontal crack right in line with the next water jacket visible right at 19:23.
That block with some better sleeves machined in can live for ever below 600bhp even with the stock internals from what it looks like now. The factory sleeves however seem to suffer somehow past some heat levels and the high power may be speeding up this process while keeping it at lower power will certainly not eliminate the issue, only delay it a bit.
Tearing down the engine is easy, putting it back together in a working condition, now that's a different story, I know too well for my own good on that one 🤣
Ha! You are very right there!
Install is just reverse of removal!
When I did that for the first time I tore the engine down in few hours and then put it back together in multiple evenings. And when cranking it the first time I was 90% sure I would just clattering. Still running after 3 years!
@@mcspikesky 👀
@@mcspikesky except with all the important stuff like replacement of all the consumables, reapplication of the various greases on surfaces and bolts, replacement of the various seals and gaskets, torquing down the bolts to their exact specifications...just those "little" details in the re-build, that's all.
So glad to be part of this community Robert! Tier 1 team 🤙
George thank you for being part of the video!
Would love to have a small video series of interviews with David about racing in GT3 classes and everything else you two can come up with!
Also really enjoyed this teardown, thanks Robert and George! 😄
Hi Robert, once again I have to wait till the end of the lecture;) can’t wait
hahah keep it up Robert
Robert, another great discussion/gathering. I really enjoy George related content. He like you is no nonsense and direct. The enjoyment comes from the love you both show for the interactions with people, cars and the awesome relationships that this mashup of hardware and mind. Thanks
Blessed with a back to back upload from Robert himself! Hope you have found the motivation again to upload more often on YT! Curious to find out what happened to the M3 engine when I get home
Hi Robert, why don't you sleeve the block with fresh pistons and rods? Should be stronger then stock if done correctly. Andy from subi performance can do it
4:02 - Gen IV Small-block GM V8 already has Variable Valve Timing despite it is a push-road overhead valve engine, and then Gen V would see them become direct injection; I'd say the BMW S55 engine is only complicated because it has valvetronic (variable valve lift) on the intake side... otherwise it seems to be pretty standard DOHC stuff.
Dodge has the same on the newer hemi, and ford just came out with vvt on the godzilla engine
@20:30 You can send off the block to get welded, honed and then sleeved and then use 0.25mm oversized pistons. Should cost around $3000 for a job like that to repair the block. Would be awesome to see if a re-sleeved block can survive longer than a stock one.
Would that really be a valid option for a rental race car? I can see it being a solid option on a private street car. But as a rental race car that needs to make revenue I would go with the safer option, since breakdowns cost about double, parts and repair + missing income + salary to employees.
@@bounzig if a resleeve is done properly on an iron block, I would assume that would be stronger than stock. On an aluminum block I don't know. Anyone else with sleeve experience chime in here 💪🏼
@@buildanddrive Point is, if it's not done properly it's gonna get hella expensive fast. Is it worh the risk?
@@bounzig def not worth the risk. I would find a shop that has already tested this with this specific block. I know many race cars that's sleeve the block in case something happens, they just replace the sleeve instead of replacing a block.
When I was a mechanic 50 years ago, stripping and rebuilding engines was my forte.
Sorry for another M3 engine :( They're generally ok for tyre testing unlike some brands you mentioned
I’ve been missing you’re vids Robert especially the more technical ones. Great vid.👌🏻🤟🏻
Technical videos like this are always welcome. So much to learn and its so fascinating to see how many parts to into an engine. Most engine/car related documentaries don't even come close to what's being shown here. REally appreciate the effort that goes into making these videos for us.
As I mentioned in a comment under the past video, I'm a former taxi owner in a city. In the fall, the first snow came down, and the first crash because of it. A friday 01:30 PM. A nice lady with summer tires crashed right into my taxi. Nearly impossible to drive, but I finally reached my body shop. They got on the job, three men, with sledgehammers. At 05:00 PM the taxi was ready for driving that weekend. Not painted, but all in working conditions, and that's why we use cars as Mercedes in taxis.
Gotta keep them taxis on the road!!! Sorry to hear of the crash but happy to see you’ve got a good team behind the operation
@@RobertMitchell Well, it's like you're taxis, you have to keep them running, and have a good mechanic ready 24/7.
@@RobertMitchell It was incredible to see how fast they could get that car running again, with sledgehammer
Robert you should have been a teacher because you have the gift to explain things in a way they can be understood..
Great to to see George doing what he loves ❤ and Pancake coming for cuddles 👍👏 Great job boys! Also good to see David Pritchard racing hard 👌
Awesome content. Quite educational.
Glad you enjoyed it
@@RobertMitchell looking for u my man 👀
@@nobody.no-one 👋🤣
@@RobertMitchell hey, miss your uploads Roberts 😅😖, how are you? Do you doing fine?
@@RobertMitchell Glad to hear your being 😇
I watched his 54 overtakes video, David is an absolute god on the track.
Really enjoyed this two part.
Amazing macro capability from that filming phone! I really learned something, never seen a crack like this, thank you.
OMG, Robert is on a roll.and nice to see you back. :)
At least your laughing about it, good to see that you wanted to know what failed, please keep these videos coming, Rj in Oz
True enthusiasts. Thank you for sharing all the technical details. FASCINATING!!
Could be detonation due to tune, it's also on the sides where the most sidewall wear (oval shape) will occur due to rod/stroke/piston inertia etc. Especially with high RPM. So if there is a place with maximum stress, it's where it failed, those sidewalls don't look too thin either. I'm not a BMW fan at all (I really don't like their reliability across the board) but it held up pretty well considering track/tune abuse lol.
Next one I'd turn it down a bit or improve cooling and be very careful with keeping an eye on plugs/injectors etc. Or buy a real standalone ECU to monitor each cylinder, safer that way.
BMW just has been forced to stop selling models with the S58 motor because of crank/rodbearing issue's.
haha! Hi Robert,
I verified your identity today and told you that I just saw the polo gti video and that I drive one myself. Do you remember?
This actually made me happy and I wanted to let you know that you're data was and still is in safe hands. I hope you dont think I shared our little meeting with everyone. The only ones who will see your data are the people at the company you identified for.
Thanks for being a nice dude even in "person" or on the webcam in this case!
Keep it up and greetings from Bremen!
Great seeing you filming again Robert , and this video (running the business ) is very interesting . I love your all around and “all facet” approach to doing things . Very refreshing . Pls keep it up 🙏🏼
Would like to know what happen to the MR and did porsche replace it under the warranty?
Thanks for the great content. For a future video I’d love to see everything that goes into your geometry set up on your F80 M3’s and how you have perfected the handling for your needs
might wanna get that head pressure tested, theres cracks going from the ex seats to the spark plug holes. pretty common, but you always wanna check. no need to toss the head if they dont go to into the water jackets.
Really enjoy seeing you back Robert! Great content and mixes it up quite nicely from Misha..almost a behind the scenes type vibe 👍
As an owner of an S55 motor, I’d be interested to see small bits made into keychains or desk ornaments if you do any.
Yes for the key chain !
Robert's technical video at the end of my day is pretty much perfect
David, another supercool man in the scene!
He’s a good guy
Couple of observations Robert. Welcome back by the way, your laidback laconic delivery has been sorely missed! First, wouldn’t it make sense to keep the engine stock? After all more power equals more heat, stress and a higher risk of major problems and I think it highly unlikely that the customer’s lap experience would be diluted in any way if you ran stock power motors.
Secondly, how important is it to have taxi drivers who can deliver the most exciting experience for your clients whilst being mechanically sympathetic to the cars? It was noticeable when I was in the GT2RS with Tim how he drove so quickly yet without putting undue stress on the motor, short shifting where necessary and no aggressive on/off throttle and braking movements. Anyway, excellent video and very informative.
Wow! Another cool technical Video just one day after :-D - What a Comeback!
That was fun to watch and also good insight. Great comparison with David‘s M6 GT3 ;)
Can I have the block to turn it into a table? 🌚
Beige trousers and an engine strip bold move!
I survived too!!! No stains hahah
That was very cool to watch....tearing stuff down is always fun. Just makes you realise how complex modern engines are...and then there's all the electronics and diagnostics on top of that! Makes you miss simple engines like the old Minis...OK maybe not :) Even modern diesels are insanely complex and expensive to repair now. BTW Pancake said "block's cracked. Cuddles pls"....
Really love what u guys do. Real life heroes lol. You guys living the dream, enjoy responsibly lol. One day I’ll be at the ring. Can’t wait.
Great content and always learning something new. Just goes to show that building and driving a car hard takes a lot more to sustain that level of performance than the original investment. Not a cheap sport, but whoever said "I want to spend 3k to end up exactly where I started 3 tenths quicker" is a rational person.
I want one of those key chains, yes please
Wow, very interesting!
Thank you!
Unfortunately I have found it only now...
Love you channel, love your company and Misha of course :)
As A Tech....I Had Exsactly The Same On An M3 E-36 Iron Block...Repaired With New Engine
On another note, the video quality of the iPhone 13 Pro is extremely good!
Good video, more of these with mechanical details and running information please! Interesting how you reference miles or hours (or brake pads) as different ways to measure ultimately physics and entropy. You use what works for you. You have to balance performance (and fun factor) vs costs but it would be interesting to see what run life you get from the the other engines you run at a lesser tune.
Great video glad to see you back on TH-cam Robert.
Love these tech and talk videos! Keep them coming Robert!
When can we buy keyrings made of the engine bits?
Thanks for such a useful vid for S55 owners! It would be extremely helpful if you could look at the wear on the rod bearings as this seems to be an issue for some. Keep up the good work 👌👍👏👏
What a constellation! I start to get suspicious that these all were scripted: :P :)
Great to see Robert back with his laidback style. We can see George working on an engine. More family moments when Misha and Pancake arrive. A conversation with a champ... I just wanted get distracted for 30mins and wind down during work while i eat my meal. Such a treat! And im not even a "big" car guy...
Glad you enjoyed. Def no scripting here haha. That would take far too much planning :-)
M2 Comp has joined the group. Great!
At what point would it make sense to get the block sleeved? Then, you’d have a spare engine for the next time this happens…or am I being thick? I have never been a big fan of Nikasil-coated aluminum being used as a cylinder surface; call me old-school.
I was thinking the same. Why you don't consider this option?
My Gen III Hemi with variable cam timing would beg to differ with your statement about pushrod V8's. Variable lift is difficult to do when you have to feed the camshaft into the block, but variable cam timing isn't hard - all you are doing is rotating the camshaft with respect to the cam gear.
I was referring to old school v8 so that I was discussing in the video. And if it’s a traditional camshaft you’re not just rotating it. You need to adjust the intake and exhaust at different rates to adjust the overlap as I was discussing.
Actually the later pushrod Viper had variable valve timing and Chevrolet has it in a their small blocks too;)
Wow, you guys are back up and running on TH-cam! We missed you. Where have you been? It looks like you've all got even better looking! Must be that Estée Lauder Night Repair. Go figure. Anyway, I hope too you all enjoyed the Hudson Baby Bourbon Whiskey I sent you. ❤️
Yes I’ll send you the discount code if you like!!!
@@RobertMitchell You're awesome, Robert, but I'm a minimalist. I don't have a single thing in my apartment with a logo on it. My TV has a Sony logo on it and so does my refrigerator and stove but you get what I'm saying. I need nothing. If you had a discount code for a Porsche by Singer, well then, that's another story. I'm just thrilled to see more content from your channel. Onwards and upwards!
@@davidhunternyc1 true, as a minimalist you can get your brown summer tan outside with less stuff to clutter your life up! Stay safe and warm this winter:-)
Yes Robert is back .
that keyring idea seems really cool
I’ve so missed the Nurburgring! Only 2 weeks to go! 100% want to come and say hello / taxi :)
Robert actually some older GM LS gen 4 pushrod 6.2L truck motors have the a variable valve train system that modulates the lifters to add more lift at certain rpm , looking forward to visit you sometime next year in my slightly modded C5 Vette for a lap or two 🇸🇪🇺🇸
You are 100% correct. I’m referring to the classic motors I grew up working on. I’ve had pickups with VVT and Cylinder on demand etc.
Nice and instructive video, thanks guys ! (And I’m all in for a cool M4 key chain !!! 😉👍)
Very interesting and surprising to see such a crack on what looks like a pretty well closed deck block
Rocker keychains would be cool.
FYI, You can do variable valve timing in pushrod V8s. GM's had them in production for over 10 years.
Yes you’re right. I think the context is missed here as I’m referring to the classic v8
@@RobertMitchell Fair enough!
Would be cool to have that for the Gearbox of the Porsche too!
Loving the Louis Rossmann reference @19:30
Could you theoretically machine that block and sleeve it with custom pistons and have a higher compression slightly lower displacement engine for cheaper?
Theoretically maybe 🤣. Not worth it to me to do though. Just move on to the next one !
@@RobertMitchell definitely not worth your time but an interesting engineering question
@@franklapolito5968 you are correct!
There's a fair degree of erosion in the cylinder, each side of the crack. I'm tipping this block has casting faults, should be a warranty item.
If you remove a head there is a special pattern to loosen the bolts, you should start on the outside not end to keep the head straight...
We miss your videos
Really enjoying these. Thanks for posting again!
Great video! Appreciate seeing how complex modern BMW motors have become.
I don’t think the block can be saved. From what I’ve read, the S55 block does not have a traditional cylinder sleeve. The bores are coated with an Iron alloy using a wire-arc thermal spray process and I would be surprised if BMW has a process to repair the coating.
It doesn't matter. The whole cylinder is bored out and replaced with new steel cylinder. Same as in this video th-cam.com/video/rbTz1Ho3IDI/w-d-xo.html
Always enjoy videos like this.
Wow bmw quality right there.
I’m guessing that has to be heat related? Would be interesting to see if you could get it tested by a metals expert and see what they come back with.
But I guess that as the engine is being given a hard time for a lap, then partly cooling them back on it when running as the taxi slowly over time it’s fatigued and then a crack has spread.
Fascinating stuff though. Thanks for sharing.
Could also be a casting issue.
@@jrooney06 I would have thought if it was then it would have gone much sooner surely?
Genuinely been looking forward to seeing this video 🤘😎🤘
I see a lot of cost cutting in that engine from the little bit of the insides that I saw. Firstly, is the damn plastic valve cover, single row timing chain, hollow camshafts, but Im sure there is much more. The older M50/S50 series engines were in my modest opinion way way better. One thing I absolutely can not stand are plastic engine components & obvious cost cutting in something as important as an Engine.
I agree with you about plastic engine components - they always leak and sometimes crack. Just cheapskate.
I don't think a double row chain is necessary on a straight 6. The load on the chain very even - no real shock loading that you would find in other configurations.
Years ago I had a E34 535 which I drove (hard) for 550 000km. Never had any problems with the single row chain.
I'm not a mechanic or anything but the valvetrain on the intake looks like nothing I've seen so far!
I'm guessing this must be the valvetronic unit that allows for variable valve lift.
So this would mean this engine has variable valve timing on both intake and exhaust cams and an additional cam on the intake for the valvetronic unit?
I'm guessing this must be a BMW thing, so far I've only seen "older" engines apart like the jz, uz, LS, 2/2.3l ecoboost with VVTI or VCT.
I also spotted in the previous video that even though it has VVT and VVL it still retains a throttle body.
And it looks like the lines from the high pressure fuel pump go into a fuel rail, to then split again and feed the injectors via hardline tubes... ?
Either way fascinating stuff, I love these videos!
I would love to have a rocker key chain!! that seriously sucks, when you sent the camera over the cylinder to look into it after you wiped out all the coolant and oil I could see that crack immediately before you pointed it out (camera angle and light may have had everything to do with that though). I've had that same thing happen to me once, I was heart broken. Theres nothing fun about replacing an engine block. On the bright side, sleeve and girdle then add more power??!! or maybe not...
You can get the s55 iron sleeved these days... would be worth it. Pretty weak for this to happen at stock hp levels :(
Wow cracked a closed deck block. Is there a possibility that the block could be machined and put in ductile iron sleeves placed in the block or is that a bridge too far?
Bummer that sucks. Would you be able to fix that if you wanted 🤔
I look forward to your content! Keep it up
Could you make a video or explain what happened to the engine with the broken lobe on the cam in another video?
My 2019 392 hemi Challenger has VVT and pushrods.
They are having a nice chat and gorge is grunting off camera XD
That was very informative, thanks for putting in the effort to do a video!
Robert Mitchell, why did you stop uploading videos
Such an underrated channel
ACKCHUALLY! you can have variable cam timing on a pushrod engine, it was introduced on the Viper in 2007. It uses a cam in cam system developed my Mahle, can vary cam timing up to 45 degrees
I’m referring to the classic v8s I was talking about earlier in the vid
@@RobertMitchell I mean its kinda the same thing... cam in block, except not kinda, its the same thing. I'm not trying to start a thing but you said "pushrod motors don't allow for variable valve timing", the Viper has a pushrod motor with variable valve timing. classic DOHC engine don't have variable valve timing either...
@@boblast5582 it’s known that pushrod motors can have VVT and even DoD. This video was shot together w yesterdays and cut into two later. In that filming I spoke about what i grew up on, classic simple v8 where you can rip heads and valve train off easily. It’s all about the context
great vid! very interesting and informative. loved seeing the s55 breakdown
Given the Industrys rule of thumb persay that Nordschleife KM is like 10 real world kms..(the Ring is the best accelerated wear test ground ) The Porsche has seen the equivalent of 440k..theoretically if it's 44k Was all race track mileage so, yeah? Thoughts?
Congrats dude for the record ✌🏻