06-03-2018, 01:18 PM | #23 | |
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Several have blown the s63tu up running over 22-23psi, the ones that did not were lucky. The tuned ones who built their motors noticed when they opened up the motor the rods were bent.... |
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06-03-2018, 01:52 PM | #24 | |
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Now , do an internet search, and educate yourself on the deltas between the tu4 and the s63tu. Start with explaining to us the difference in MAF sensors between the platforms. Then progress to IC, boost profiles, and internals. Geeeeeez. IAT is critical. Not the only parameter, but one that starts the party. |
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06-03-2018, 08:06 PM | #25 | |
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Last edited by M5stallion; 06-03-2018 at 08:31 PM.. |
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06-03-2018, 09:12 PM | #26 | |
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So, you know for a fact the 2018 TU4 has the exact same rods as the old engine???????? |
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06-04-2018, 06:55 AM | #27 |
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Originally Posted by TTM5 “”Terry, in your experience with the s63tu and new f90 motor, at what boost/torque more or less do the stock rods start to bend? Haven't broken anything yet on our 2015 at ~750whp... Probably detonation and blowing apart a piston is a higher risk and that can happen at any power level if fuel quality is poor enough.”” |
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06-04-2018, 01:35 PM | #28 |
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06-04-2018, 03:39 PM | #31 |
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It’s the same engine except for the following changes:
‘F90 M5: S63B44T4 engine With a closed-deck, aluminium-silicon alloy (Alusil) crankcase produced at BMW's Landshut light-alloy foundry, the S63B44T4 90-degree V8 engine had 88.3 mm bores and an 89.0 mm stroke for a capacity of 4395 cc. The S63B44T4 featured an aluminium alloy cylinder head, high-precision direct petrol injection (at pressures up to 350 bar), twin-scroll turbochargers, a pulse-tuned exhaust manifold, double overhead camshafts, variable intake and exhaust camshaft timing (double VANOS), four valves per cylinder, BMW's 'Valvetronic III' variable valve control, a compression ratio of 10.0:1, DME MEVD17.2.8 engine management and wet sump lubrication. Compared to the engine in the F10 M5, the F90 M5 engine has: Newly developed turbochargers; Higher fuel injection pressures (350 bar, previously 200 bar); Improved lubrication and cooling systems (including an oil pan with a small front sump and more efficient indirect charge air cooling); and, Modified cross-bank exhaust manifolds to optimise the transmission of energy from the exhaust gas flows to the turbine wheels of the turbochargers.’ |
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06-04-2018, 05:51 PM | #32 | |
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06-04-2018, 06:53 PM | #34 |
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06-04-2018, 07:05 PM | #35 | |
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Maybe if you make a deal with your maf sensors and boost profiles the pistons will simply melt and not distribute the rest of the pieces throughout the motor |
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06-04-2018, 07:49 PM | #36 |
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06-04-2018, 11:49 PM | #37 |
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Crankshaft is the same between the TU2 and TU4 motors, along with bearing shells.
http://www.realoem.com/bmw/enUS/part...&q=11217616597 Pistons are unique to the TU4, http://www.realoem.com/bmw/enUS/part...&q=11258092931 http://www.realoem.com/bmw/enUS/part...&q=11247852246 As are the rods. IAT is not really that critical. It's timing, and low end torque that starts the party. These DME's have very sophisticated compensation factors on ECT, Oil, IAT, and more.
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06-05-2018, 07:37 AM | #38 | |
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06-05-2018, 02:12 PM | #39 | |
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What you've described is precisely what I'm referring to. How are you evaluating cylinder pressures, did you profile the motor or have combustion analysis tools implemented?
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06-05-2018, 03:59 PM | #40 | |
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If I'm scratch building a turbo V8 tune I go very slowly. Last scratch tune I bolted the car to the hub dyno (wheels off, direct connection....no tire slippage BS) and it took 3 days to get what I wanted. What I do for CP is my method and others have different/better methods. Without writing a book, I start off in Open Loop, I get the car to idle first, then pure cold start idle, then start working the VE in small increments down low. All keeping the boost to gate minimum. Then I start bringing the boost up at medium timing and reset VE for AFR. All the while Check, Check, Check the sparkplugs for CP issues and TQ curve for CP issues. Takes time to do it correctly my way....others I'm sure are faster and better. After many pulls you will develop an ocean kinda wave on the TQ curve vs VE and you know it's coming together. If it gets spiked , you have CP issues. After AFR is "finished" I enable Closed Loop and start making small adjustments. Then I start the timing table. I'm not a purist on MBT as others, but I'll approach MBT but always keep it under for safety. That is where PCP generally is, and you can hurt the best parts VERY quickly. I'm more comfortable going WOT and holding 1500rwhp at 7200rpm static and making changes on the laptop in real time vs holding 4200rpm and bouncing timing around for a few extra lb-ft. Also, keep checking Plugs,over and over and over. That's the semi long version. Short version, plug readings vs timing curve vs rpm curve vs torque curve output vs knowing what torque/power/cylinder pressure the parts are designed to take. |
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06-06-2018, 10:05 AM | #41 | |
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I agree low-end torque, timing, and a/f as well.... |
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06-07-2018, 11:56 AM | #42 |
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Having built a 1100whp s63tu... the s63tu4 rods aren't going to hold up much better. If you want that level of power, build the engine!
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06-13-2018, 09:27 PM | #43 |
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02-28-2019, 10:29 PM | #44 | |
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