BMW N54 Motor OEM ZKS Stehbolzen Kit - PRO SERIES
BMW: BMW N54 Motor OEM ZKS Stehbolzen Kit BMW 3er E90/E91/E92/E93, ab 449.00 EUR (25.03.2024) günstig bei proseries-fasteners.de kaufen.
To ARP or not to ARP
- Thread starter fmorelli
- Start date
Ghassen offers 12 mm 625+ custom age studs.
9 vs. 12 = 28.5714% difference in size.
Ignore the broken block: "Factory N54 block limit is finally found. CSS block but with factory sleeves, so I should say the factory sleeves limit is found, Darton sleeves are next...it held the head on even after the sleeve failure. 50+ psi of boost with a Garret G42-1450, CNC ported head, estimating over 1200hp at the crank when it let go."
9 vs. 12 = 28.5714% difference in size.
Ignore the broken block: "Factory N54 block limit is finally found. CSS block but with factory sleeves, so I should say the factory sleeves limit is found, Darton sleeves are next...it held the head on even after the sleeve failure. 50+ psi of boost with a Garret G42-1450, CNC ported head, estimating over 1200hp at the crank when it let go."
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One of you should buy me some he blocked me on Instagram. What time certs are being used anyone know? How much better than the 11mm 625+ billiam is using
I always love reading fmorelli threads because I always learn something new. Do you have a link to this or is this standard when ordering a crank hub from supplier now? I spun a hub in one of my stock spares and in the rebuild I might consider this if it's cheaper than the Willingham 2 pin single piece hub.
i posted a video here:
To ARP or not to ARP
Well sunufabitch ... there goes another 5 hundo. I suppose I'll see if there is any black friday saleage @ VAC.
www.spoolstreet.com
let me guess..You have no proof, no comparison of old vs. new design, not testing but it is still facts in your opinion..
Needs to be the truth.
All I know is the old design failed pretty epically for me so I wasn't gonna give bmws new design a shot. Upgraded it and haven't worried about it since. Me personally I don't wanna depend on keeping my built motor I invested alot of money in Held together by a friction disk and the torque of the crankhub bolti posted a video here:
To ARP or not to ARP
Well sunufabitch ... there goes another 5 hundo. I suppose I'll see if there is any black friday saleage @ VAC.
let me guess..You have no proof, no comparison of old vs. new design, not testing but it is still facts in your opinion..
Needs to be the truth.
It really didn´t fail "epically". Just another seller wording to spread unproven opinions to sell a part to ppl who most likely won´t need it.
My car has made a little over 600 lbs at 4k rpm on the old design and no issues whatsoever. Long story short you have no information about the new design but just want to spread false information to sell something.
Lol listen here bud I don't give a rats ass about the new design. Maybe you didn't listen to my post. I'm not gonna let my motor i have 5 k invested in spin the hub because the friction disks can't do their job. I'll show you whatvmy old friction disks did since your in such a deep love with them. I'm not trying to sell anything simply giving people an option if they wanna go to a bullet proof solution and not a joke like friction disks. Don't even bring jt up again nobody gives a fuck about themIt really didn´t fail "epically". Just another seller wording to spread unproven opinions to sell a part to ppl who most likely won´t need it.
My car has made a little over 600 lbs at 4k rpm on the old design and no issues whatsoever. Long story short you have no information about the new design but just want to spread false information to sell something.
Curious as to how and why people spin hubs. There are reports of this happening to people with stock turbos. Others have 750whp with no issues on stock hub. So it is not all just power related. Mileage perhaps ?
Curious as to what percentage fail on modded N54s . Regardless of whp.
Shit factory design IMO.
Curious as to what percentage fail on modded N54s . Regardless of whp.
Shit factory design IMO.
It seems free reving the engine against the inertia of the valve train would be challenging due to how quickly the valve train would rotationally accelerate. Other than that, higher power = higher cylinder pressure = more force needed to open exhaust valves against higher cylinder pressure = more torque to turn the cams. Not sure what would be harder for that joint to withstand
? Or some other loading I'm not thinking of? Maybe improperly torqued from the factory?
On a MT car a money shift can cause it from what I have read. But if you do that, you already have problems regardlessIt seems free reving the engine against the inertia of the valve train would be challenging due to how quickly the valve train would rotationally accelerate. Other than that, higher power = higher cylinder pressure = more force needed to open exhaust valves against higher cylinder pressure = more torque to turn the cams. Not sure what would be harder for that joint to withstand
Also, the fact that BMW redesiged a more robust version speaks to the reliability of the original design... If they acknowledged the original needs improvement, and went to the trouble of redesigning it, I can pretty much guarantee they did appropriate testing to establish a significant improvement or it wouldn't have been worth their time.
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