10-16-2019, 06:34 PM | #45 | |
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Certainly no "tons."
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10-16-2019, 11:22 PM | #46 |
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Yeah that's really painful to watch, it always is better to take that extra split second for a shift to ensure that this never happens.
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10-17-2019, 11:03 PM | #47 |
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Well, it’s a bit ridiculous how sensitive this engine is. I mean, it gives me, a prospective buyer next to zero confidence in the car I’m about to drop $60K on..
Absurd this hasn’t been addressed. That video was painful.
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10-17-2019, 11:50 PM | #48 |
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The crazy part is the ///M curse continues. E46 M3 subframe issues and rod bearings, E9X M3 rod bearing issues, F8X S55 crank hub issues. 3 generations of M3's now all with crazy flaws.
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10-18-2019, 07:25 AM | #49 | ||
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BTW you would think that if this solution works (or any of them really) BMW would have implemented it, its 5-10E tops worth of materials and labour in an OEM setting. Also cracking a crank is "easy" if you wedge something big enough in there. Kinda like splitting a log with wedge. This does not prove that the splines "lock". Which brings another issue, the splines could cause the hub to bottom out before it is supposed to therefore not sandwiching the remaining gear (the timing one I think) tightly enough... It would be simple enough to make a rig that lets you measure relative slip torques, yet I have not seen a single pic from any aftermarket vendor with such a rig. Hell give me a crank + crankhub + gears etc and ill make one. Totally agree with the vendor aspect, its seems some guys are sales people 1st and mechanics/engineers second. Quote:
The above video is user error, can't use a stick properly? get a DCT The SCH is over exagerated IMHO, and not half as bad as the previous M weaknesses |
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10-18-2019, 09:16 AM | #50 | |||
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10-18-2019, 10:47 AM | #51 | |
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They probably won't implement a fix because they know the S55 is near the end of its life and if they do fix it they'll have to accept there's an issue and issue a mass recall which is extremely costly, vs. just fixing the issues that do pop up which are low in frequency. It's just like how suabru knows they have brittle and weak pistons on the ej257 that can fail stock but still retain the same design for 20 years, because it's cheaper to fix issues that pop up than fix them all. Well the cranks crack because somethjng is preventing the friction disc from slipping, so if everything else is keep the same it should be the spline lock. I do agree they need to publish more data but what are you going to do right? Also yeah I heard about the splines not letting it seat properly but VTT said something about they designed the splines to allow it to seat blah blah blah, whether or not that's legit I don't know, but so far the ones in circulation (even on high powered cars) don't seem to be leaking or having oil gear issues so it should be ok? Again I don't know we'll need more data before we can may a conclusion. Yeah that video was driver error, it sucked to see. It still shouldn't spin, the Crank hub issues is a shit BMW design. Although the issue isn't as bad as the previous ones it's still bad since the fixes are extremely intrusive and so far they all (from what I know) seem to have some issues.
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10-18-2019, 10:56 AM | #52 | |
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Check this out BTW https://f80.bimmerpost.com/forums/sh...546386&page=11 I worked in "fixing" engineering issues and you are right, not every known issue gets fixed. BMW must have calced that not doing anything is the most cost effective solution. B58 hub is different... (well partially because it is at the back of the engine and has to take all the TQ), but don't want to be stuck with a VANOS or chain guide bill haha. |
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10-18-2019, 01:52 PM | #53 | |
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10-19-2019, 09:20 AM | #54 |
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It's nothing to do with retarding timing..
The DME is sensitive enough to detect a small hub slip. So you get limp mode before hub slip is enough to cause valve piston contact. This gives you notice to take care and get it to the workshop. But if you have a large slip nothing can stop valve contact. |
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10-19-2019, 01:44 PM | #55 | |
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But limp mode is a condition where waste gates open which means no boost, and ignition timing is pulled. Among this Valvetronic is probably disabled too.
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10-21-2019, 06:30 AM | #56 |
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10-21-2019, 07:17 AM | #57 | |
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So perhaps DCT is more likely to slip but then less likely to big slip like a manual money shift? Back to that money shift video, I just don't know how he did it - does he have super strong arms that can crash a gearbox into gear when the syncros are blocking it? What does he do? top end of 4th into 3rd? Just a bad operator at the controls. You push/pull a gear stick with a bit of care and wait/feel for the 'box to give you the next gear, anyone who just smashes into gear like that is asking for trouble... |
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10-21-2019, 08:18 AM | #58 | |
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10-21-2019, 01:52 PM | #62 |
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With both my M2 and M2C, I still haven't used the kickdown.
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10-22-2019, 01:56 PM | #64 |
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Just found BMS has a "Downshift Blocker" to physically stop the throttle before engaging kickdown. Interesting, might be a handy little device if someone wants to feel more comfortable with a DCT.
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10-22-2019, 05:03 PM | #65 |
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Kickdown is a feature on the DCT. At the end of the accelerator pedal there is a resistance point, if you push past that point it activates the lowest gear possible based on engine RPM. So if you are cruising around in 7th it can drop 2-3 gears almost immediately and in some cases pretty violently. There is a theory that this happens so fast and strongly that it could knock the crank hub out of place.
Us 6MT guys/gals worry less about it since we'd have to either shift at speeds that wouldn't be practical, unless of course you money shift. Which unfortunately, is what one poor soul did. It's probably not the only way to spin the crank hub, but it makes sense. Luckily I think the problem is overblown as it sounds like there has been 1 known (to us) failure that wasn't a money shift. If you are cautious like me, you can get mechanical breakdown insurance if your car is less than a year old. I think you can keep it on for 100k miles. In my case, for about 90/year I'm covered if my crank hub decides to loosen up. Seems reasonable for an engine that could cost over 20k to replace. |
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10-23-2019, 05:13 AM | #66 | |
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