This is my old engine! When it locked up it was basically like doing a reverse clutch drop at 7000RPM. To answer your question about noise, yes the tubular crossover manifolds sound weird. Distinctly V8 but not what I’d call a cool or beautiful noise. I had done plugs about a thousand miles before this incident hence why they looked so clean. The car was actually quite new to me at only maybe 1500 miles of ownership after buying it on BaT, it seemed very well cared for and from Texas. The car was stock as far as I could tell, and I wasn’t even doing a highway pull, it was 2nd gear and when I went to go to third gear the engine’t. So sad to see how nice the motor was inside aside from that bizarro failure, this whole ordeal has really soured me on the F10 which is a shame because it’s a marvelous car in a few ways. For anyone wondering the DMF was completely shot and close to being two pieces. I have an SMF on there now with a few other refreshed and upgraded components and it really makes the manual feel the way it was supposed to. Oh, and Eric it was an honor to have you tear this sad chicken apart! I’m happy it worked out this way, a silver lining on the BMW cloud.
A DMF on a gas V8 seems overkill, since they have some of the lowest torsional vibration of any common engine configuration. One of those times I wouldn't hesitate to go for a SMF conversion.
practically all new German cars have completely departed the KISS principle and to do any engine work you have to pull the engine first! for example, the masterpiece of all over-engineering Audi 4.5 L V-8 with an over complex multiple timing chains drive carefully engineered to fall apart after 100,001. Further skillfully engineered to be in the back not in the front of the engine so you have to pull the engine out....!
@@metalted6128 Neither does Volvo - you have to check your oil by the COMPUTER, through the cluster!! I think that started in 2016. Dumbest system I've ever seen!!
Holy shit, I saw this engine and had a heart attack. I was test driving an m6 with this engine for a noise concern, turns out the noise was rod knock that only could only really be heard under load. Engine locked up before I got back to the dealership. Car only had like 70k miles on it. 38k for just the new long block so it got towed away
Eric commented in reply to another commenter that he snips the hoses so the clamps stay on the engine and don't need repackaging to go with the engine.... The hoses always need replacement anyway..
Just got done working 16 days straight and since it’s Saturday I can count on Eric uploading a video, some chicken strips and a couple beers. Best way to spend my time if you ask me.
It's crazy how soothing these videos are. I don't think I've ever had hour-long UA-cam videos go by so fast, they're so easy to watch, satisfying even. You have a pleasant personality and you provide good, informative comentary throughout and overall they're extremely well edited - it's surprising to me how much I enjoy these videos, I've watched so many now.
There is a machine shop local to me that I take all the BMW cranks I come across like that to him. He can easily machine the crankshafts to better than new condition and balances the whole assembly for me. The most expensive crankshaft he's done for me was $480 out of an S85. He also did an S63 crankshaft for me that was just like that. Turned out brilliant.
@@acidtechno BMW specced "warranty life"...... say 3 years for all components.... for this engine. Say about 50k miles knowing the type of first owner/lessee of these vehicles. Got to keep up with the Joneses so flick it at 3 years... Job Done. It's now 10 years old... 3x it's warranty design life and 2x it's mileage "life". it is also apparently now known that rod and main bearings are 50k PM replacement. Speed costs...how fast do you want to go?
Since it's a main bearing, this crank could easily be chucked up in just about any lathe and the bearing shell machined off until the shell fell off, or turned down to a couple thousandths bigger diameter than the journal, then ground very close to finish diameter. If concerned about heat treatment, a heat treating company could easily restore to hardness. I don't see a major problem fixing this crank.
Haha thanks guys. I bought my S65 M3 with the con rod bearings only done i think, no main bearings done, I'm driving a ticking time bomb every morning on the way to work😅 kaboom
As an F10 M5 owner, seeing the complexity of the teardown, I am glad I pay for the extended warranty. BMW is the only manufacturer that I know of that lets you extend the warranty indefinitely, though the price does get pretty high as the car gets older. Had the intake manifold gaskets done under warranty last year. That took the dealer 3 days and the parts list (seals/gaskets/hoses/bolts etc) was insane. Glad I wasn't paying
As much as I do enjoy carnage and new inspection ports, it's also interesting to watch the teardowns of engines where the failure is not immediately obvious.
Hey Eric, heres an idea. When you pull the crank and set it up on the bench, you should tap it with a wrench and listen to the ring it makes. Forged cranks will make a very distinct high pitch chime. Something I learned working on Hondas.
True test but not necessary. Look at the finish on counterweights. Shiny with a machined finish. Cast cranks have a dull, grayish finish. One more thing: hold any crank up by one end (may need a helper) and tap the other end as you stated. Steel/forged cranks ring like a bell while cast ones sound flat.
Eric explained in another comment here that snipping the hoses leaves the clamps still attached at both ends... which allows them to be transported "on the engine parts".. and not need repackaging for transport.. and the end user can then decide to reuse or replace... but the hoses ALWAYS need to be replaced anyway.
@@JohnSmith-pl2bk Clamps are more important than the hose, unless it is one that is no longer made, or special order. But there are companies who will make you a hose special order, if you are willing to pay the money.
@@danielorozco1728 Typical German over engineering to the point of ridiculousness. The vane part of that pump looks like it was taken to an artist instead of an engineer.
I’d love to have one on my desk as a papier holder and a conversation piece. A work of art! I would like to know why it was designed like that though. Apparently they are not two staged but separate pumps serving different parts of the engine (eg vanos) that have different requirements.
@@TranceFur "According". Not like he would tell us he was abusing it. I'm sure these cars had a hard life since they're enthusiasts cars. I'm sure M and AMG owners are pretty brutal on their cars.
My father was a mechanic, I drove all my cars with some respect, if you beat the shit out of any engine you'll end up with trouble, today I see guys revving the shit out of their cars or bikes at a stop light, oooh, wow, I'm so impressed, treat your engines with care and you'll get more years out of them.
My brother in law was a really good mechanic. And every once in a while we received cars with hardly any oil in them. Lots of glitter. They destroyed the engine with not much mileage on the vehicle. Please people, change your oil on time. Or your bearings will suffer.
I like your viewpoint on how these engines are totally fine in M cars. Every time I do maintenance on my F90 M5 I just take a minute to look at the twisted monstrosity of lines and remember the fact that they sell *basically* the same engine to soccer moms and lawyers... and then eventually to anyone with $10k and a dream.
I have to give BMW credit, they’ve really improved their carbon issues. Not just the valves, but those two piece oil control rings. VW/Audi phased two piece rings out in 2014 but some engines had them until 2018. Engines that still have them start burning a ton of oil by around the 70k mile mark and those rings are plugged solid. The rings on this engine look amazing!
Regarding why the bearing failed, the theory for S65s is that the timing chain is tensioner too tight from the factory, so the bearing cap closest to the timing chain is pulled up into the top cap, causing it to fail before the other rod bearings. So the rod bearings all fail in a matter of time, but starting with the closest.
A good machine shop will be able to fix that crank shaft, the block is savable too with a line bore, it would be as good as new. The cost for refurbishing the block and crank shaft would be affordable to someone who needs either of them.
I have owned a number of Fords over the years. First was an 84 E-250 conversion van/302 Windsor Great first vehicle, 319,412 miles when I sold it changed oil 2 times in 2 years drove it like it was stolen @17 yrs old. Then a 300 straight 6 /4 speed w OD Manual transmission in my 97 F150 still running and driving to this day with a roofing contractor. 2.0L Duratec/5 speed manual in 14 Focus-190k miles now still running strong parked outside my home. 2.3L EcoBoost 6 speed manual AWD Focus RS in 2016 212,000 miles parked outside as well still runs perfect. 3.5L EcoBoost in my ‘17 F150 Lariat- 179k also still drive it. 2.7L EcoBoost Gen.2 -47k miles in 2020 Ford Edge ST Built Drag XUV. All these engines have served me extremely well. Although I am a A.S.E. /VW/Ford/Factory Certified Master Tech and I spare no expense as far as maintenance goes
Just when I thought you weren’t up to your shenanigans, you pull the clamp and cut the line.im like there it is lol.no matter how many times it happens it cracks me up
I used to be a Dinan dealer and did a Stage 1 on a 2018 X5M and was shocked at the result: just a pair of high flow filters on a carbon intake plus some software and that puppy was 717hp. Truly a monster.
That rear main bearing had been having troubles for quite some time! Note the crankshaft's coloration immediately forward of the rear main journal. The block can probably be saved, but I would not trust the unscheduled, unmonitored heat treatment of the crankshaft. Ever.
Good stuff, as always! Your engine tear downs are part of my Saturday evening routine and I always look forward to them. How about getting a blown up 6.0 or 6.4 Ford Powerstroke diesel? There should be tons of them out there
It's a real shame that fixng blocks and cranks is not viable any more. You get to learn some pretty cool shit during these videos. I learn something from every one of them and I am a 54 year old aircraft mechanic.
@@theodorgiosan2570 problem is there are fewer and fewer machine shops around by the year, most of the guys who have this experience are retiring and it's not being passed to younger generations. combustion engines probably have a time limit on how much longer they have just because we'll run out of people who can work on damaged stuff.
Had a 14 m6 and 14 x6m with this engine Both had catastrophic failures Block rods , pistons head Nothing salvageable Rebuilt both with independent shops The x6 lasted 1100 miles then blew again The m6 was ok and eventually sold Great engines, really amazing power and then be completely daily driveable But both cars were under 60k miles The x6m only had 33k All maintenance at the dealer also under warranty Both blew up after warranty expired
Yeah check out a video of them. They do sound different because of the criss-cross exhaust manifolds. They have a flat-plane V8/turbo-4-cylinder esque sound.
@@harrywalker968I doubt it unless it was swapped given the Cleveland production ended in 1974. And to be honest (I’m an old Ford guy) the 351 Cleveland had A LOT of issues.
Eric ! The chain mate , you tossed it, would be a classic hanging in the chain cave. Great Sunday arvo watching you pull another engine to bits from Tamworth Australia.
What a high-volume oil pump at high revs is good at is emptying the oil pan into the rocker covers. Thanks, Eric, for showing us this. keep up the good work.
49:40 This is part of why I don't see modern engines as being particularly well built. Overworked and understressed. Not enough meat on their bones for the power levels demanded out of them.
its to do with the epa, & greenies. why engines blow.. too much crap on them.. best engine ive had. clevo 351. 22 yrs, never touched it. thrashed, 4x4rd. towed, nothing.. just change the oil before time.. i now havw an mwm sprint, 4.2tdi s/duty. brazilian. 280ks nothing. 700nm. 175 kw. bigger turbo, snorkel. 35,s.. 4x4.. ausie..i watch these & other vids for what not to buy.. like chev 350.. rubbish.. even the LS has probs from factory..
@@hwirtwirt4500 Yeah there's good stuff out there if you look. I'm partial to Mazda's Skyactiv 4 cyl series. Pretty bulletproof compared to most of the stuff we see on the channel. Change the oil before it gums up and you're fine. They even solved the whole DI valve buildup issue by running the valves hot af. It doesn't totally prevent buildup but I think in normal conditions it's no longer a maintenance concern for the life of the engine.
@@hwirtwirt4500 It's pretty easy to see a direct link between longevity and how substantially built something is, how stressed it is. The more stress you put on a part the more wear that part is going to receive. and the more substantially built those parts are the more resistant to that wear they will be. You ask 560hp out of a 4.4 liter V8 you're gonna be asking a hell of a lot more out of the tiny little bearings in it than if you ask 140hp out of a 4.1l inline six. On top of that, higher redlines ALSO increase stress on components. I'm not entirely sure what the redline of this V8is but I am 100% confident it is significantly higher than the redline of my C10's straight six haha. Prolly 6,000-6,500 if I was to guess, against my 4100. Which is why we see this engine on Eric's teardown stand in effectively a crib death scenario with no bearings left in it while the 250cid I6 in my 1971 Chevy C10 still has perfect oil pressure 53 years later. My I6 is asking a hell of a lot less out of a much more substantial build, so wear is pissant negligible even factoring in the shitty oils it had to contend with for most of its life. T'ain't no different than tire life. The more aggressively you drive the shorter your tires live.
@@TestECullRed line is 7200 RPM on the S63tu. High RPM isn't a good indicator of short engine life though, Honda has proven this with the B and K series engines.
It is such a great engine. My M5 makes 610 rwhp and 647 wtq. So much fun too daily. Mine is at 135k but spun a rod bearing at around 71k miles and was rebuilt by Pure Performance in Houston. So ridiculously fast and comfortable. It does sound a little odd though due to the exhaust manifolds crossing over the way they do.
Yeah I'd imagine all hot vee engines would suffer from bad heat soak. I would also imagine that over time plastics, vaccum hoses etc would get quite brittle & break as a result of the heat. Of course, by that time, the engine is long long outside of warranty.
They're intercooled, the charge air won't by any hotter than a regular V8 by the time it gets to the inlets. And of course fuel injected, so the 'heat soak' issue of vapour lock in the fuel system isn't present. No doubt more heat gets radiated to the block of course. More capacity required from the cooling system.
@@nerd1000ify the charge air isn’t the issue. It’s the exhaust side of the turbo. That gets crazy hot (note the heat shields to protect the bits near the firewall.)
Anyone else notice how Eric was calling the exhaust cams as intake? He’s done so many normal overhead cammed engines where the intake cams are located closer to the vally of the block. Creature of habit, I guess. 😂
Yea but… people who can afford these cars don’t care about reliability. They drive worry free during the duration of the warranty period and then dump it and get a new one. 🤷🏻♂️ It’s the second and 3rd owner that will get a repair bill surprise!!!! 😳🫣
The only way the rear main did that is because of no oil so there must’ve been clogged oil galley to that main cap. Maybe the metal bits in the pan are from something else
Ahhhh Sunday Afternoon In New Zealand. Time to relax and watch the latest tear down with Eric his Hammer and faithful Blue. With a guest appearance by the Injector Puller.
A Dremel tool could be handy right now and might allow you to grind that fused bearing free. Just my 2¢. And, awesome tear down. What a brilliant piece of engineering.
First gen N63 timing chain guides would be disintegrated into tiny chunks. I own a 2016 BMW with N63TU2, and am pleased to see that my version is definitely built to last longer than the first gen motors.
X7M came with that motor if im not mistaken. When I worked at the plant that made them this that was the most expensive vehicle they assembled. It came with 3 day driving school which was mandatory before you picked your car at the factory. The race track is on the other side of Hwy 101. That vehicle was bad ass!
I had to pull the turbos on one of those due to the drain back pipes leaking oil. Big Money Wasted but it did drive really nice and fast. But so do a lot of other cars that require a lot less time in the shop.
“Everything I take off this engine I’m saving. Everything off of this engine is valuable” …. “Oh no, I ruined it” ☺️ …and that’s why I love this channel so much!
We went from a finely-crafted BMW in the last episode to one of BMW's modern-day failures. I too have no explanation as to why one main bearing would fail when everything else looked fine
I vote for some kind of oil flow anomaly. Maybe a bit overfilled so the oil foamed. Maybe a bit of debris in that journal's passage. At a loaded 7000 rpm as the owner mentioned, it wouldn't take long running dry to melt the bearing.
Had to laugh when you shared the buyers comments complaining about wanting to use the old coolant hoses and whatnot in his engine swap. Apparently there’s a market for old rubber!
Yup, I have a friend with a BMW M550i. And the car has been perfect for the 3 years he’s owned it. It’s fast as h3ll… scary fast 💨. He’s been wanting to mod the engine… I told him not to.
Eric a crank that good looking could be fixed for around $400 in a good shop. What you could sell it for is indeed another matter. Being a $1200 part in pristine condition, I'm thinking $750ish if someone needs it.
Also when you spin a main bearing the cap should show heat damage. I did not see that on the main cap. I would say it lock up at a low speed as the Main cap just looked to good. They get hot and turn purple from the heat if ran very long.
The Turbos also ( I believe ) are Journal Bearing equipped Center housing rotating assemblies (CHRA). Which would mean there there will be some axial play in the Turbine/compressor wheels, when there is no oil pressure, 100% normal. I’m glad you specialize in tear downs, assembly takes a bit more finesse. Slam banging that shit, you’d be a great Automotive Recycling Dismantling Tech.
The rate of bearing failures on S63's is very scary. The number I've seen for sale recently with this issue makes it clear there is an inherent design flaw with the bottom end, or everyone is letting them run low on oil, but probably unlikely. People always go on about bearing failures on the S65, S85 and S54, but I honestly think these are even worse.
Thanks for the vid sir. I was actually sitting behind a bit newer pretty black M5 at a light today and when it took off, and not aggressively, the thing blew so much smoke out the pipes it obscured my view... Are all those beat on? No oil changes? Design issues? All three?
As I watch this again, the M5 owner performed the required maintenance. BMW should include in its M engine maintenance schedule that if the owner plans on keeping the car for more than the lease period, owners should change the main bearings, connecting rod bearings, caps and timing chain guides every 50,000 miles. It's a high performance engine so a wee bit more service is necessary. GM had an extra service disclaimer on the L88 427 and Ford likewise on its 427. If an engine is going to gobble bearings, it's meant for the track, not the road.
This is my old engine! When it locked up it was basically like doing a reverse clutch drop at 7000RPM. To answer your question about noise, yes the tubular crossover manifolds sound weird. Distinctly V8 but not what I’d call a cool or beautiful noise. I had done plugs about a thousand miles before this incident hence why they looked so clean. The car was actually quite new to me at only maybe 1500 miles of ownership after buying it on BaT, it seemed very well cared for and from Texas.
The car was stock as far as I could tell, and I wasn’t even doing a highway pull, it was 2nd gear and when I went to go to third gear the engine’t. So sad to see how nice the motor was inside aside from that bizarro failure, this whole ordeal has really soured me on the F10 which is a shame because it’s a marvelous car in a few ways. For anyone wondering the DMF was completely shot and close to being two pieces. I have an SMF on there now with a few other refreshed and upgraded components and it really makes the manual feel the way it was supposed to.
Oh, and Eric it was an honor to have you tear this sad chicken apart! I’m happy it worked out this way, a silver lining on the BMW cloud.
Thanks for the inside scoop, Corbin.
A DMF on a gas V8 seems overkill, since they have some of the lowest torsional vibration of any common engine configuration. One of those times I wouldn't hesitate to go for a SMF conversion.
Wondering if you know whether it was ever walnut blasted? Those intake runners were 👌
*Gulp. I have a N63TU3 in a M550i... the last pure ICE V8. let's see how long it lasts.
Thanks for the opportunity! I bet the flywheel was the main culprit. Big bummer for you. Hope you get a lot more enjoyment out of it now.
I am super jealous that you could take so much apart so easily due to the fact that the engine was out of the car.
Signed, BMW factory technician...😮
You have my sympathies. I can't even imagine getting around this in an engine bay.
😂😂😂😂😂
I would try to get a job at Toyota
Nice job. Thanks for the show. Cya john
practically all new German cars have completely departed the KISS principle and to do any engine work you have to pull the engine first! for example, the masterpiece of all over-engineering Audi 4.5 L V-8 with an over complex multiple timing chains drive carefully engineered to fall apart after 100,001. Further skillfully engineered to be in the back not in the front of the engine so you have to pull the engine out....!
Eric's favorite part of getting BMW engines in the shop is the lack of a dipstick tube to fight with.
You know what this is 💯 factual my guy
Nah!!!
Ford doesn’t use dip stick tubes, for years .
😂😂right?
I'm gonna fight your dip stick
@@metalted6128 Neither does Volvo - you have to check your oil by the COMPUTER, through the cluster!! I think that started in 2016. Dumbest system I've ever seen!!
Holy shit, I saw this engine and had a heart attack. I was test driving an m6 with this engine for a noise concern, turns out the noise was rod knock that only could only really be heard under load. Engine locked up before I got back to the dealership. Car only had like 70k miles on it. 38k for just the new long block so it got towed away
Wow! What year was the M6?
@@MrSamPhoenix Early f13 like a 2013 or 2014 can't remember
Seen one of these come apart on the dyno around 670hp all do to user error
Bmw is trash nowadays 😂
Well dang! You alright?
Love how he unscrewed the hose clamps, then proceeds to cut the lines lol
Eric commented in reply to another commenter that he snips the hoses so the clamps stay on the engine and don't need repackaging to go with the engine....
The hoses always need replacement anyway..
@@granty304 it has become a running gag now
🎶 “another Saturday Night and I ain’t got nobody, but I got I Do Cars so I’m okay…” 🎶😂✌🏼
My wife asks why am I watching this !
I don’t know, but I keep watching !!!???
That's not quit the order of the finances. You are not on a budget until you own one and it fails; now you're on a budget.
Just got done working 16 days straight and since it’s Saturday I can count on Eric uploading a video, some chicken strips and a couple beers. Best way to spend my time if you ask me.
It's crazy how soothing these videos are. I don't think I've ever had hour-long UA-cam videos go by so fast, they're so easy to watch, satisfying even. You have a pleasant personality and you provide good, informative comentary throughout and overall they're extremely well edited - it's surprising to me how much I enjoy these videos, I've watched so many now.
As an engineer this is a work of art, as someone that wrenches on my own stuff it’s a big HELL NAW!
There is a machine shop local to me that I take all the BMW cranks I come across like that to him. He can easily machine the crankshafts to better than new condition and balances the whole assembly for me. The most expensive crankshaft he's done for me was $480 out of an S85. He also did an S63 crankshaft for me that was just like that. Turned out brilliant.
Yeah....if a long block is 38k, that much and more would be easily justified.
The problem with machining this crank is that it got very hot because of that spun bearing. Which destroys the hardening of the journal.
49:50 Designed to fail , 2nd , 3rd owner beware.
@@acidtechno
BMW specced "warranty life"...... say 3 years for all components.... for this engine.
Say about 50k miles knowing the type of first owner/lessee of these vehicles.
Got to keep up with the Joneses so flick it at 3 years...
Job Done.
It's now 10 years old... 3x it's warranty design life and 2x it's mileage "life".
it is also apparently now known that rod and main bearings are 50k PM replacement.
Speed costs...how fast do you want to go?
Since it's a main bearing, this crank could easily be chucked up in just about any lathe and the bearing shell machined off until the shell fell off, or turned down to a couple thousandths bigger diameter than the journal, then ground very close to finish diameter. If concerned about heat treatment, a heat treating company could easily restore to hardness. I don't see a major problem fixing this crank.
I am an optical metrology engineer, and i appreciate your work because of your methodology. Secondly because i love cars. Love your channel.
My very first handmade laser tracker accessory got a cert buy off by our internal metrology.
Eyeblometer
the na v8s had the spun main bearing issues, good to see they stayed true to the tradition moving to turbo charged engines
Hah!
It’s a feature of every M engine from the S38B38
Haha thanks guys. I bought my S65 M3 with the con rod bearings only done i think, no main bearings done, I'm driving a ticking time bomb every morning on the way to work😅 kaboom
As an F10 M5 owner, seeing the complexity of the teardown, I am glad I pay for the extended warranty.
BMW is the only manufacturer that I know of that lets you extend the warranty indefinitely, though the price does get pretty high as the car gets older.
Had the intake manifold gaskets done under warranty last year. That took the dealer 3 days and the parts list (seals/gaskets/hoses/bolts etc) was insane. Glad I wasn't paying
Why? Sounds like you can afford it?
50:35 "I don't know why you'd have one of these cars on a budget..." (Hoovies Garage has entered the chat)
He's on a budget until he takes it to the wizard. Then that budget goes out the window
As much as I do enjoy carnage and new inspection ports, it's also interesting to watch the teardowns of engines where the failure is not immediately obvious.
Hey Eric, heres an idea. When you pull the crank and set it up on the bench, you should tap it with a wrench and listen to the ring it makes. Forged cranks will make a very distinct high pitch chime. Something I learned working on Hondas.
True test but not necessary. Look at the finish on counterweights. Shiny with a machined finish. Cast cranks have a dull, grayish finish. One more thing: hold any crank up by one end (may need a helper) and tap the other end as you stated. Steel/forged cranks ring like a bell while cast ones sound flat.
That would be cool to watch! 👍
"Just a couple bolts..." (removes 16), water pump doesn't give... "What gives?" This guy keeps us interested even without the technical stuff!
Love how Eric was about ready to go on a rant about used coolant hoses lol
Eric explained in another comment here that snipping the hoses leaves the clamps still attached at both ends...
which allows them to be transported "on the engine parts"..
and not need repackaging for transport..
and the end user can then decide to reuse or replace...
but the hoses ALWAYS need to be replaced anyway.
@@JohnSmith-pl2bk Clamps are more important than the hose, unless it is one that is no longer made, or special order. But there are companies who will make you a hose special order, if you are willing to pay the money.
Cutting vacuum lines and wires though is a bit more difficult to service.
I am going to refer to it as “pulling the injector” from now on
Lol technically it is !!!
😂😂😂😂😂
Bopping the injector? Choking the injector?
Tugging the injector off.
The injector is coming. Lol
So appropriate to have the BMW stamping prominently displayed beside the main bearing as it refuses to unweld itself from the crank.
Even Eric fat-shaming the new M5. 😂😂 53:58
You just have to love the simplicity of a BMW engine
😂
Hah, your a funny guy! True, if BMW could have made things even more complex, they would have!!!
@@robertmaag3897 *you're...
Over engineered garbage that is in design engineering terms completely flawed 😂
😂
This engine had more power than my last 2 cars. Had is the key word😂
It HAD more torque than my 454 Big block Suburban. 😂
But hey my 25-year-old Suburban is still on the road with 255,000 miles
BMW just never got v8s right. Even the new ones aren’t great. If you’re going bmw you have to get the straight 6.
@@CadexLaw the only reason to go with bmw is the inline 6, diesel or petrol. ok maybe the v12 also :D
@@tomast9034 agreed 💯
"2 cars" this rig has more power than my car, my wife's Pilot, our F150 and both our motor cycles. 🤣
The dust poof after yankin the injectors!🤣🤣😂😂
That two-stage oil pump is something else.
In a bad or good way?
@@danielorozco1728 Typical German over engineering to the point of ridiculousness. The vane part of that pump looks like it was taken to an artist instead of an engineer.
@@danielorozco1728 I would say good way
It’s for pumping loss control for more mpg
I’d love to have one on my desk as a papier holder and a conversation piece. A work of art!
I would like to know why it was designed like that though.
Apparently they are not two staged but separate pumps serving different parts of the engine (eg vanos) that have different requirements.
They did a pull and it shut off. They sent it and bent it!
The went zoom then boom
According to the owner, he wasn’t even accelerating hard when it went kablooey.
@@TranceFur "According". Not like he would tell us he was abusing it. I'm sure these cars had a hard life since they're enthusiasts cars. I'm sure M and AMG owners are pretty brutal on their cars.
Yikes! That thing is scary.
I’ve seen some cheap used M5s from this era… good thing I stayed away.
My father was a mechanic, I drove all my cars with some respect, if you beat the shit out of any engine you'll end up with trouble, today I see guys revving the shit out of their cars or bikes at a stop light, oooh, wow, I'm so impressed, treat your engines with care and you'll get more years out of them.
My brother in law was a really good mechanic. And every once in a while we received cars with hardly any oil in them. Lots of glitter. They destroyed the engine with not much mileage on the vehicle. Please people, change your oil on time. Or your bearings will suffer.
daaamn a manual M5 with 560 HP on tap? whoo thats a fuckin riot
When it goes Bang at least you know for shure it gonna be expensive 🤣🤣
I love watching you and the guy with the high pitch voice work. He seems to work alot faster than you tho
*a lot
"alot" isn't a word
I like your viewpoint on how these engines are totally fine in M cars. Every time I do maintenance on my F90 M5 I just take a minute to look at the twisted monstrosity of lines and remember the fact that they sell *basically* the same engine to soccer moms and lawyers... and then eventually to anyone with $10k and a dream.
I have to give BMW credit, they’ve really improved their carbon issues. Not just the valves, but those two piece oil control rings. VW/Audi phased two piece rings out in 2014 but some engines had them until 2018. Engines that still have them start burning a ton of oil by around the 70k mile mark and those rings are plugged solid. The rings on this engine look amazing!
Regarding why the bearing failed, the theory for S65s is that the timing chain is tensioner too tight from the factory, so the bearing cap closest to the timing chain is pulled up into the top cap, causing it to fail before the other rod bearings. So the rod bearings all fail in a matter of time, but starting with the closest.
Would make sense with the main bearings but not the rod bearings
That’s the Side that the oil pump chain was at
A good machine shop will be able to fix that crank shaft, the block is savable too with a line bore, it would be as good as new. The cost for refurbishing the block and crank shaft would be affordable to someone who needs either of them.
Are oversized bearings available for these engines? Wouldn't surprise me if they weren't.
What a great way to end a week, watching ol'Blue tear down an engine (oh and it's good to see Eric "whatshisname" help a little bit)...
It's nice how you get a cylinder full of sand whenever you remove a fuel injector.
I have owned a number of Fords over the years. First was an 84 E-250 conversion van/302 Windsor Great first vehicle, 319,412 miles when I sold it changed oil 2 times in 2 years drove it like it was stolen @17 yrs old. Then a 300 straight 6 /4 speed w OD Manual transmission in my 97 F150 still running and driving to this day with a roofing contractor. 2.0L Duratec/5 speed manual in 14 Focus-190k miles now still running strong parked outside my home. 2.3L EcoBoost 6 speed manual AWD Focus RS in 2016 212,000 miles parked outside as well still runs perfect. 3.5L EcoBoost in my ‘17 F150 Lariat- 179k also still drive it. 2.7L EcoBoost Gen.2 -47k miles in 2020 Ford Edge ST Built Drag XUV. All these engines have served me extremely well. Although I am a A.S.E. /VW/Ford/Factory Certified Master Tech and I spare no expense as far as maintenance goes
Just when I thought you weren’t up to your shenanigans, you pull the clamp and cut the line.im like there it is lol.no matter how many times it happens it cracks me up
I used to be a Dinan dealer and did a Stage 1 on a 2018 X5M and was shocked at the result: just a pair of high flow filters on a carbon intake plus some software and that puppy was 717hp. Truly a monster.
That rear main bearing had been having troubles for quite some time! Note the crankshaft's coloration immediately forward of the rear main journal.
The block can probably be saved, but I would not trust the unscheduled, unmonitored heat treatment of the crankshaft. Ever.
Good stuff, as always! Your engine tear downs are part of my Saturday evening routine and I always look forward to them. How about getting a blown up 6.0 or 6.4 Ford Powerstroke diesel? There should be tons of them out there
It's a real shame that fixng blocks and cranks is not viable any more. You get to learn some pretty cool shit during these videos. I learn something from every one of them and I am a 54 year old aircraft mechanic.
It is viable depending on the engine. We have a local machine shop that does plenty of resleeving modern blocks and grinding modern cranks.
@@theodorgiosan2570 problem is there are fewer and fewer machine shops around by the year, most of the guys who have this experience are retiring and it's not being passed to younger generations. combustion engines probably have a time limit on how much longer they have just because we'll run out of people who can work on damaged stuff.
That baby is HUGE bro.
People compare these to the LSA wet sump engines from Caddy CTS-V and Camaro. Really similar weight and output.
'Chonk' is a word that came to mind.
Had a 14 m6 and 14 x6m with this engine
Both had catastrophic failures
Block rods , pistons head
Nothing salvageable
Rebuilt both with independent shops
The x6 lasted 1100 miles then blew again
The m6 was ok and eventually sold
Great engines, really amazing power and then be completely daily driveable
But both cars were under 60k miles
The x6m only had 33k
All maintenance at the dealer also under warranty
Both blew up after warranty expired
24:50 there is a 22 hex 'head' right after the 4th lobe of the camshaft, specifically for turning said camshaft!
The hex was invisible,even the E36 has the hex 😂😂😂 30+ years ago
You make this fun, thanks! My Son is a mechanic and I insisted he watch all your videos, excellent stuff!
Yeah check out a video of them. They do sound different because of the criss-cross exhaust manifolds. They have a flat-plane V8/turbo-4-cylinder esque sound.
I did after I shot the video… wildly different!
I'm still trying to figure out the o2 sensor logic on this motor...bank 1 o2 sensor???
ford 351c. bronco.82, owned 22 yrs, never touched, thrashed, 4x4rd, work car, CLEVO.. not 350 chev rubbish..
@@harrywalker968I doubt it unless it was swapped given the Cleveland production ended in 1974. And to be honest (I’m an old Ford guy) the 351 Cleveland had A LOT of issues.
Off topic rambling. Who cares about some old dinosaur cast iron pushrod two-valve Ford engine from the '60s? You and absolutely no-one else.
Eric ! The chain mate , you tossed it, would be a classic hanging in the chain cave. Great Sunday arvo watching you pull another engine to bits from Tamworth Australia.
You're a master at pulling injectors.
Careful. Don't bait these trolls😂
When you say highway pull, you mean as in top speed run and the engine seized, locking the tires? That would have been quite exciting indeed!
Super, BMW hot V8😊
Es macht einfach Spaß anzuschauen, neuer Motor mit den meisten PS (HP) auf deinem Kanal 👍❤
Die Ölpumpe sieht hammer aus 👍
What a high-volume oil pump at high revs is good at is emptying the oil pan into the rocker covers. Thanks, Eric, for showing us this. keep up the good work.
"Everything on this engine is valuable..."
Even the water pump? Can't wait to see.
The oil fittings on the turbo are "banjo" fittings, The clamps securing the turbo's are Q.A.D Quick Attach Detach clamps pronounced "quad".
49:40 This is part of why I don't see modern engines as being particularly well built. Overworked and understressed. Not enough meat on their bones for the power levels demanded out of them.
its to do with the epa, & greenies. why engines blow.. too much crap on them.. best engine ive had. clevo 351. 22 yrs, never touched it. thrashed, 4x4rd. towed, nothing.. just change the oil before time.. i now havw an mwm sprint, 4.2tdi s/duty. brazilian. 280ks nothing. 700nm. 175 kw. bigger turbo, snorkel. 35,s.. 4x4.. ausie..i watch these & other vids for what not to buy.. like chev 350.. rubbish.. even the LS has probs from factory..
@@harrywalker968 Neither one of you has a clue, just parroting dumb talking points.
@@hwirtwirt4500 Yeah there's good stuff out there if you look. I'm partial to Mazda's Skyactiv 4 cyl series. Pretty bulletproof compared to most of the stuff we see on the channel. Change the oil before it gums up and you're fine. They even solved the whole DI valve buildup issue by running the valves hot af. It doesn't totally prevent buildup but I think in normal conditions it's no longer a maintenance concern for the life of the engine.
@@hwirtwirt4500 It's pretty easy to see a direct link between longevity and how substantially built something is, how stressed it is. The more stress you put on a part the more wear that part is going to receive. and the more substantially built those parts are the more resistant to that wear they will be. You ask 560hp out of a 4.4 liter V8 you're gonna be asking a hell of a lot more out of the tiny little bearings in it than if you ask 140hp out of a 4.1l inline six. On top of that, higher redlines ALSO increase stress on components. I'm not entirely sure what the redline of this V8is but I am 100% confident it is significantly higher than the redline of my C10's straight six haha. Prolly 6,000-6,500 if I was to guess, against my 4100.
Which is why we see this engine on Eric's teardown stand in effectively a crib death scenario with no bearings left in it while the 250cid I6 in my 1971 Chevy C10 still has perfect oil pressure 53 years later. My I6 is asking a hell of a lot less out of a much more substantial build, so wear is pissant negligible even factoring in the shitty oils it had to contend with for most of its life.
T'ain't no different than tire life. The more aggressively you drive the shorter your tires live.
@@TestECullRed line is 7200 RPM on the S63tu. High RPM isn't a good indicator of short engine life though, Honda has proven this with the B and K series engines.
It is such a great engine. My M5 makes 610 rwhp and 647 wtq. So much fun too daily. Mine is at 135k but spun a rod bearing at around 71k miles and was rebuilt by Pure Performance in Houston. So ridiculously fast and comfortable. It does sound a little odd though due to the exhaust manifolds crossing over the way they do.
I was about to pay hundreds of dollars for those timing chain guides until they hit the floor at a high rate of speed. LOL
Niiiiice. A few click click clicks of the cap cracks getting cammed and a surprise CLANK of an unexpected move. Saturday nights are great.
The heat soak on this kind of turbo setup must be insane.
Yeah I'd imagine all hot vee engines would suffer from bad heat soak. I would also imagine that over time plastics, vaccum hoses etc would get quite brittle & break as a result of the heat. Of course, by that time, the engine is long long outside of warranty.
@@jrbuch hot vee with two turbos IN the vee.
They're intercooled, the charge air won't by any hotter than a regular V8 by the time it gets to the inlets. And of course fuel injected, so the 'heat soak' issue of vapour lock in the fuel system isn't present.
No doubt more heat gets radiated to the block of course. More capacity required from the cooling system.
@@nerd1000ify the charge air isn’t the issue. It’s the exhaust side of the turbo. That gets crazy hot (note the heat shields to protect the bits near the firewall.)
@@jrbuch *vacuum
Anyone else notice how Eric was calling the exhaust cams as intake? He’s done so many normal overhead cammed engines where the intake cams are located closer to the vally of the block. Creature of habit, I guess. 😂
If the way new BMWs look wasn’t enough to put you off, the reliability should do the trick.
So it's not just me that thinks they're awful.
Totally agree. BMWs have been pig-ugly for years.
Yea but… people who can afford these cars don’t care about reliability. They drive worry free during the duration of the warranty period and then dump it and get a new one. 🤷🏻♂️
It’s the second and 3rd owner that will get a repair bill surprise!!!! 😳🫣
Except the B58TU is actually reliable as hell. The transmission even moreso.
this is two generations ago lol what do you mean
Monster , and that oil pump is a thing of beauty .
The only way the rear main did that is because of no oil so there must’ve been clogged oil galley to that main cap. Maybe the metal bits in the pan are from something else
Ahhhh Sunday Afternoon In New Zealand. Time to relax and watch the latest tear down with Eric his Hammer and faithful Blue. With a guest appearance by the Injector Puller.
A lot of forged items still have "flashing" marks on them where they're sawn from the main blank. So lots of forgings will appear cast.
So old Eric had dust all over the shop but new Eric has head gaskets 😂
Fantastic show. That thing must be a bear to work on in the car.
Very interesting engine! Thanks for indulging us!
Thats incredible! That bolt dropped, bounced and rolled but ended up in complete and obvoius view!
My Fav Show the E& B Show (Eric and Blue)!!!
A Dremel tool could be handy right now and might allow you to grind that fused bearing free. Just my 2¢. And, awesome tear down. What a brilliant piece of engineering.
Was thinking the same. A dremel would have saved the day 😂
@@emilschw8924 Those miniature cutoff wheels come in handy.
Well if that bearing was stuck on there like that, I can only imagine what it looked like on the inside!
First gen N63 timing chain guides would be disintegrated into tiny chunks. I own a 2016 BMW with N63TU2, and am pleased to see that my version is definitely built to last longer than the first gen motors.
BM Trouble You: The Ultimate Leasing Machine~
The Ultimate Vending Machine
More like the Ultimate ATM Machine... That doesn't give you cash back😂
X7M came with that motor if im not mistaken. When I worked at the plant that made them this that was the most expensive vehicle they assembled. It came with 3 day driving school which was mandatory before you picked your car at the factory. The race track is on the other side of Hwy 101. That vehicle was bad ass!
Classic Eric...."there's nothing wrong here ".
these uploads are consistently the best part of my week as of recent 🙏
Sad
I had to pull the turbos on one of those due to the drain back pipes leaking oil. Big Money Wasted but it did drive really nice and fast. But so do a lot of other cars that require a lot less time in the shop.
“Everything I take off this engine I’m saving. Everything off of this engine is valuable”
….
“Oh no, I ruined it” ☺️
…and that’s why I love this channel so much!
We went from a finely-crafted BMW in the last episode to one of BMW's modern-day failures. I too have no explanation as to why one main bearing would fail when everything else looked fine
Good show as always, honest assessment of what should have been. I've followed the Boro coming up 60 years, never a dull moment.
Love these, don’t care what breaks. Had one in my X5 M, now looking for an F90 M5. 😊
PT Barnum " there's a sucker born every minute"
Right there with you, I own an X5M and an M5, I’m front row for the circus and I’m staying here for it 😂
I vote for some kind of oil flow anomaly. Maybe a bit overfilled so the oil foamed. Maybe a bit of debris in that journal's passage. At a loaded 7000 rpm as the owner mentioned, it wouldn't take long running dry to melt the bearing.
Really interesting cylinder wall appearance.
The cylinders are coated and they use low-friction piston rings.
Had to laugh when you shared the buyers comments complaining about wanting to use the old coolant hoses and whatnot in his engine swap. Apparently there’s a market for old rubber!
*most powerful, *stock, Very likely some if not several may have been tuned to the point of ending up on Eric’s stand.
Yup, I have a friend with a BMW M550i. And the car has been perfect for the 3 years he’s owned it. It’s fast as h3ll… scary fast 💨. He’s been wanting to mod the engine… I told him not to.
this crossed exhaust is to reduce the RPM needed to start pressurize, its called pulsed turbocharging
Dude put some like Lexan over that oil pump. Because, I think that look cool look inside of it.
Why am I watching this and loving it !!!
It’s a guy tearing down an engine, I subscribed and thumbs up , but why ?
Nice 1000 plus degree cats there to bake everything.
Eric a crank that good looking could be fixed for around $400 in a good shop. What you could sell it for is indeed another matter. Being a $1200 part in pristine condition, I'm thinking $750ish if someone needs it.
First time I've seen a V engine with the exhaust on the inside... wow, that just looks so strange.
Ford 6.7 Power stroke also !!!
lots do it. boat engines, drag cars. been done for decades..
AMG does it too on their V8s
Hot V8 production cars have been around for over 15 years
Yup nearly eliminates turbo lag due to the short travel of exhaust
We're all sooooo appreciative of the fact that Eric never has to resort to any sarcasm in these videos...
10:00 This thing HAD to have =reeked= of coolant...
49:33 Rod bearings on these motors are considered a consumable item, IIRC every 50K or so.
Also when you spin a main bearing the cap should show heat damage. I did not see that on the main cap. I would say it lock up at a low speed as the Main cap just looked to good. They get hot and turn purple from the heat if ran very long.
At 44:32; the "Knurling" of the block is cool. ;-)
The Turbos also ( I believe ) are Journal Bearing equipped Center housing rotating assemblies (CHRA). Which would mean there there will be some axial play in the Turbine/compressor wheels, when there is no oil pressure, 100% normal. I’m glad you specialize in tear downs, assembly takes a bit more finesse. Slam banging that shit, you’d be a great Automotive Recycling Dismantling Tech.
S63 uses a different exhaust manifold for equal exhaust pulses. It's why it sounds weird compared to the N63 which sounds like a traditional V8.
Yes , the point of that spider looking exhaust manifold is to reduce turbo lag as much as possible
The rate of bearing failures on S63's is very scary. The number I've seen for sale recently with this issue makes it clear there is an inherent design flaw with the bottom end, or everyone is letting them run low on oil, but probably unlikely. People always go on about bearing failures on the S65, S85 and S54, but I honestly think these are even worse.
Thanks for the vid sir. I was actually sitting behind a bit newer pretty black M5 at a light today and when it took off, and not aggressively, the thing blew so much smoke out the pipes it obscured my view... Are all those beat on? No oil changes? Design issues? All three?
As I watch this again, the M5 owner performed the required maintenance. BMW should include in its M engine maintenance schedule that if the owner plans on keeping the car for more than the lease period, owners should change the main bearings, connecting rod bearings, caps and timing chain guides every 50,000 miles. It's a high performance engine so a wee bit more service is necessary. GM had an extra service disclaimer on the L88 427 and Ford likewise on its 427. If an engine is going to gobble bearings, it's meant for the track, not the road.