09-20-2019, 08:40 AM | #67 | |
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I also haven't heard about BMW stepping in either, most owners iirc were left to deal with this on their own. One owner who had an independent shop do it for them had the shop step up. Yeah this is a really crappy case, but what i'd say is it would be best to try and fill up oil coolers and lines with oil as best as possible, maybe with a syringe along with the oil filter housing before priming to get your best shot at preventing this issue. Also do what BMW says and drain the coolant before doing this job as well, and also flush the oil cooler loop to prevent oil and coolant cross contamination.
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09-20-2019, 09:07 AM | #68 |
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Also another note is that oil cooler outlet position may have an impact oil failures as the E series oil cooler has sideways mounted inlet and outlets while the F series has top and bottom mounted inlet and outlet. Assuming that oil flow is optimal which means in from the bottom and out through the top, air purging should be best on the F series and still very good on the E series. But if you had large bubbles due to unfilled oil lines the E series could have a harder time purging those bubbles.
But it's likely more failures occured on the E series n55 and n54 because they're older cars and have had more OFHG repairs done on it than the newer F series.
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09-20-2019, 10:18 AM | #69 |
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09-20-2019, 11:09 AM | #70 | |
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the early E n55s had rod bearing issues, keep in mind the first n55s was BMWs way of trying to make a cheaper n54. I suspect its one of the reasons BMW upgraded the N55 rods and bearings in the later F series N55s. |
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09-20-2019, 12:57 PM | #71 | |
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It happens on higher mileage and older cars which are out of warranty, so most people do it themselves or have aftermarket shops do it. Another reason why we don't see many dealer failures could be attributed to them having SIB access and knowing to prime the loop, or that they will cover the issue if one does arise. If the dealer covers the issue people will be less likely to complain and that's why you don't hear much about it.
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Imo it's either priming or coolant contamination.
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09-20-2019, 01:18 PM | #72 | |
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09-20-2019, 02:04 PM | #73 | |
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you can kinda get away from it if you daily drive your car but if you didn't drive often the oil becomes diluted enough where you can spun a bearing or if you didn't replace the leaky injectors in time. other cases of bearing or rod failure in the n54 i've seen are mostly ppl going 650whp+ on a stock block. one guy threw a rod on a n54, but he was 836whp on a stock block racing mcclarens half mile racing. I was little hesitant on the n55 m2...on the E-series forums if the N54 is Thor, the n55 is considered the loki of BMW engines. I had more confidence after reading the improvements BMW made with the pistons, rods and rod bearings with the M2 N55. |
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09-20-2019, 02:09 PM | #74 | |
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09-23-2019, 08:19 PM | #76 | |
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Hang on, are you telling me that the N55 has the dependability of Loki as well?
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09-24-2019, 10:00 AM | #77 | |
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the early n55s are becoming more popular now since they have big single turbo kits for them now and the cars are dirt cheap. Last edited by TemjinX2; 09-24-2019 at 10:16 AM.. |
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10-05-2019, 12:17 PM | #78 |
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Good thread. Coming from an N54 135, I can remember that by this time in the life cycle there were plenty of issues, HPFP, vanos, water pump failure, waste gate rattle, valve carbon build up... But I have not seen any of that, at least on the M2 forum. I hope that means they addressed those issues on the N55.
I still wonder if the walnut blast will be needed when it gets a few 10K miles more down the line. The engine I believe still has direct fuel injection. Anybody gotten far enough down the line to look at the valve covers? |
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10-09-2019, 06:03 PM | #79 | |
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05-06-2021, 06:55 PM | #82 | |
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06-12-2021, 06:38 AM | #84 |
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My N55 M2 has 80k and is running strong.
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