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12-28-2020, 06:30 PM | #1 |
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Oil Starvation Issues on Track?
Has everyone heard of or experienced oil starvation issues tracking their N54 or N55? Do I need to upgrade the N55 oil system with a larger capacity oil cooler and/or add a windage tray?
Doesn't look fun to remove the oil pan on a 1'er. There's a thread on 2Addicts about ruined B58 engines experiencing oil starvation on the track. https://www.2addicts.com/forums/show....php?t=1474653 20 years ago I destroyed a B18C5 motor on the track through oil starvation. I guess holding the throttle at 9000 rpm due to crappy gearing and repeated deceleration sucked too much oil out of the poultry 4.2 quart Honda oil pan. Spun several main bearings and the metal fragments destroyed the cylinder walls along with other parts. Let me tell you that forged Honda Type R engine parts are even more expensive than BMW M parts. |
12-28-2020, 06:39 PM | #2 |
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Yes, apparently it's a thing. Heard of some people installing an accusump to prevent damage.
Seems we have a similar background. I also used to track a car with a B18C here in Ontario. Ran regional sprints and the Canadian Touring Car series with it. |
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12-28-2020, 07:43 PM | #3 | |
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I found the threads on N55/54 oil starvation. Looks like I'll be using one of the data acquisition channels to monitor the oil pressure. https://www.1addicts.com/forums/show...t=Catastrophic Is this the system to get or should I get just get baffles? https://www.ecstuning.com/BMW-E82-13...Oiling_System/ Those Honda race cars were a lot of fun and handled great with the right stiffening (welded-in 8pt cage), chassis and suspension mods ... once the bumpsteer was fixed. Too bad Honda didn't have a close ratio gearbox or a 6 speed at that time as I'd lose so much time avoiding a short 2nd gear or holding in 4th before braking for a turn. The 1'er seems to be an expensive vehicle to prep for racing. I'm planning on a lightly modded DCT for track days next year after a 18 year absence and a race prepped 1'er (probably normally aspirated) manual for 2022. Always loved the look of the old 2 box shaped race cars like the BMW 2002, Datsun 510, Lotus/Ford Cortina, etc. The 135i/128i fits that nostalgic look for me. |
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12-29-2020, 11:58 AM | #4 |
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12-29-2020, 01:23 PM | #5 | |
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12-29-2020, 03:54 PM | #6 |
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Just overfill by half a quart or so. Tracked mine HARD for years without issue.
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12-30-2020, 05:31 AM | #7 |
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I've added the VAC oil pan baffle and ER dual comp oil coolers which add about a quarter or so of oil and the baffles help keep oil by the pump. Ideally you would want to do a dry sump or accusump system to help prevent oil starvation but at minimum I've done these for now. still working on my car so can't say how it is.
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12-31-2020, 02:25 PM | #8 | |
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Having had a dry sump car before, I can't even imagine how a dry sump system would fit in the E82. |
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01-01-2021, 01:36 AM | #9 |
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Here's a detailed analysis on weaknesses of the N54/N55 internal oil system, which have lead to engine failures and spun bearings amongst the racing crowd.
The author modified his oil pan similar to the M2 pan after losing an engine to oil starvation. a 3rd party baffled oil pan DID NOT prevent starvation. (Deleted comment about Accusump) Ultimately BMW fixed the problem in the S55 engine. Fixes include:
Detailed thread with pictures (use spoon street dot com without spaces) https://*********************/thread...nstalled.4034/ Last edited by PcarDefector; 01-01-2021 at 02:47 PM.. Reason: Corrected comment about Accusump |
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01-01-2021, 02:16 PM | #10 | |
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01-01-2021, 02:57 PM | #11 | |
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Also thanks for taking the time to make you Accusump post below. This was very helpful. https://www.1addicts.com/forums/show....php?t=1752666 Couple of questions on the Accusump: 1. which unit did you use? Looks like the 3Qt sump? 2. how long did the install process take? 3. How are oil changes now? The instructions on Canton's website for oil changes recommend overfilling by 1 qt and then topping off when the car warms up. http://blog.cantonracingproducts.com...th-an-accusump |
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01-01-2021, 03:12 PM | #12 | |
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Yes, 3 quart. Time...hmmm...I try to "mosey" through installing new stuff, tend to make less bad decisions or mistakes. There are also variables about what you want to do and where you want to hook it in. I initially had to hook it into my oil cooler return lines. That probably added 3 hours of trial and error because of the tight clearances. With my new setup, it just plugs into the top of the OFH. I also didn't route power to the fuse box or a light or switch to the interior. Probably saved 2-4 hours there. In the end, probably 3-5 hours of "work" over two days on a weekend after I figured out the plan. Oil changes are fine. Just requires a couple of extra steps. After I warm up the car, I shut it off, then fully activate the Accusump EPC until the Accusump gauge is less than 20#. Then I drain the oil pan. I refill with about 7.5 quarts initially. I know my car needed a little over 6 quarts for oil changes before, so I add about 1.5 quarts "extra". Based on my calcs in that thread, I know it should take over 2 quarts extra, but I also know it probably doesn't fully empty. Based on levels I have seen after two oil changes, it is within about a half a quart and not overfilled with this method.
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01-07-2021, 08:25 PM | #14 | |
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This sound like you have made it much easier for an install. Is this the “new” install location the same as you just posted? If not, Could you help us out with an amended write up? I just bought a VAC baffle. Trying to get someone to tig it in. From your experience could you effectively mount it out side of the engine bay(passenger footwell)with a longer feed tube? Currently N55 6mt swapped into a slicktop 128
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Last edited by gixracer; 01-07-2021 at 08:36 PM.. |
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01-08-2021, 08:17 AM | #15 |
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I'm planning to install an Accusump on my 128i sometime this year. There doesn't appear to be room in the engine bay to fit a 2qt or 3qt so I need to figure out where it will be able to go.
From what I've read, to mount it elsewhere on the car, you should install the EPC in the engine bay and then run the remote oil line from there back to the accusump. That way you'll get the quick response needed during starvation events.
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01-08-2021, 05:21 PM | #16 | |
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01-08-2021, 07:06 PM | #17 |
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Andy - are you having lower oil temperatures with the series configuration? In my head, parallel makes more sense, but it seems most folks opt for series.
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01-15-2021, 10:01 AM | #18 |
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No relevant data. First track day will be in April, plus the new coolers are bigger so it won't be apples to apples. Parallel makes more sense for efficiency, but it's hard to maintain a perfectly flow balanced setup to take advantage of that efficiency, hence the simpler series solution is typically the chosen option.
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01-17-2021, 10:50 AM | #19 |
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I think the majority of issues are with the N55, there's several people on here who have run N54s with stock oiling systems very very hard (me included) without issue.
I did install a supplemental oil oressure sensor and noticed some pressure drops on long sweepers (forget which side there pickup is on) but never had a failure of any kind. I do know of 3-4 N55 motors that failed on track with much lower G-loads (essentially street cars at HPDE).
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01-17-2021, 06:03 PM | #20 |
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AndyW, while we talking about routing hoses, I noticed you ran a line from the oil cooler to the Accusump.
Curious as to why there instead of adapter to the oil filter. |
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01-17-2021, 09:07 PM | #21 |
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Well, my current setup is different (series setup) and I now do route the Accusump hose to the top of the return manifold in the OFH. The previous design was parallel, so it used all 4 connections in the OFH. This means I needed a T in the return line to connect the Accusump into.
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