You are very right its not just an S55 issue. I did upgrade my crankhub as well and should have mentioned that in this video. I did talk about it in my previous videos tho. Awesome to hear other N55s being pushed as well!

@Inhouseperformance I only just found your channel, so will try and watch some of your older content when I get time too

🙌🏻🤘🏻

Really appreciate it! And I will, excited to keep pushing this platform

Thanks you! I appreciate it!!

Awesome! Share your social media so I can follow your build if your are posting about it!

Lets gooooo!!

Thanks for the awesome feedback, this is why I do it!! No Ive never ran anything other then Ethanol in my car as its very accessible here in Az. I would defiantly speak to hour tuner about that or look at your setting in your tune program or your xhp flash. Sounds like maybe you are hitting a torque limiter or an actual RPM limiter. Start there. Shoot me a message on IG and Ill happily try to give more help!

These failures are all over the boards and FB groups, likely a couple hundred of them. Lots of people have experienced this issue from incorrect repair procedure, neglect and excessive beating or a combination of these. Its hard to tell what 100% is the issue other then BMW is known for bearing issues with many previous engines.

N54 was worse. BMW just has way too tight tolerances and way too thin oil. Their solution has been I believe in the S55 they began using coated rod bearings so when they inevitably break through the oil film b/c of the watery ass oil, it wont be metal on metal but instead metal on low friction coating The permanent solution is to put extra clearance bearings, be it ACL or King, and use a slightly thicker, preferably diesel oil like a 15W-40 which will have a much stronger boundary layer. And as with any engine you HAVE to let it warm up to operating temperature before you load it up, especially if you're running a thicker oil. Not necessarily saying you gotta idle the car for 15 minutes before hitting the road, but at least like 30 seconds before accelerating and keep it below 2k rpms for the first couple minutes of driving.

I would recommend a custom tune for this turbo setup!

Thats awesome to hear but you should know with your back round that the performance world its all about data and in collecting data there will always be outliers. And you my friend may be one of them. I to have been working on and building race cars and trucks for over 20 years and when you relocate a turbos, move factory expansion tanks, put hot parts in locations that werent designed to with stand the heat, change clamps and so on theres going to be a lot of room for error. Now being a performance tech you have the benefit of knowing what is right and wrong and correcting it, not everyone who gets a single top mount turbo is on that level of mechanics and understanding. Also being in the performance world you should know how often we see shops throw together cars and take short cuts on completing these installs. Also How often does the owner go over the car and prep the car before or after beating on the car and check for possibly failing components, loose clamps and recognizing something is a miss before failure like we might? Its probably rare . Spark plugs need to be changed more frequently, custom headers crack and break along with tunes constantly needing updating. If performance cars were built and always ran perfect then we would never see people at the track always working on their cars.. Now OTS tunes tho they work well on some cars other cars they dont cause as you know no two cars are ever the same. So maybe going custom tune with stock location turbo may have helped your situation but again you are providing a very small data sample compared to the data Ive seen and experienced. But you do emphasis built right but I think its a combination of built and maintained right and most dont understand those two concepts. 🤙🏻

Yes I believe the Pure750 is still a twin scroll turbocharger.

Sorry for the late response but personally for 93 or pump gas I would just run the pure750. You would still make high 400whp and stock internals and trans will handle that. Dont waste your money on the smaller turbos its not worth the labor or hassle.

Stock right now but trying to decide which LSD I want to go with.

I think if you are building a motor do the head studs

You can make that power with stock internals and stock transmission all day. I made close to 550whp on PS2 with stock internals and transmission.

​@Inhouseperformance you are the best ❤

😂😂 same shirt for most of the video but got a fresh haircut and had some changes I wanted to make LOL Next time Ill wear a VS shirt hahaha

Pure500 doesnt even come close. Youll be very happy with the Pure750! Its lag is minimal compared to the Pure500.

@@Inhouseperformance Thank you very much for your response!

possibly hpfp

S63 Eu5 M5 injectors

This was a genuine BMW head gasket from FCP Euro. Going forward I think Im going to be switching to a Cometic head gasket. But this issue was not due to a failing head gasket so much but from the head studs being stretched past their yield point due to high boost. Torque to Yield application hardware has a specific yield point where the material will deform elastically and return without failure. In the case I appeared to have gone past this yield point and now the proper torque is no longer being applied to the head in the correct areas causing the leak.

No my transmission was struggling with only 500ft lbs of torque. These cars were rated to have 300ft lbs of torque from the factory. They dont all fail at 500 ftlbs but going to 600 ft lbs is on the edge of possible internal failure and almost certain transmission failure.

Yeah theres a handful of different paths I can take but right now Im trying to go the more diy and stay with the stock block as long as I can to see whats really possible for the average builder. But great recommendation!

Where'd you get the numbers from? 1600 with an open deck is crazy

@@the_g1254 LA sleeve has been doing this for a long time. So has Darton. LA sleeve is the biggest manufacturer for those 5 cylinder Volvos in Europe. They are more known for their work on air cooled Porsches. 1000whp+ builds. Seriously, give Dave a call at LA sleeve if you are considering this. Send them the block + piston and manufacturer piston specs for clearances you are using/plan to use. For 99% of people who won’t see over 1000whp, a la sleeves vs Darton sleeve install is overkill but you’ll be safe. They can do open deck or closed deck sleeves. Not this CSS/DIY Devcon closing the block route.

Around 4k

Never considered it, the close deck is the only major benefit at this point for me. The N55 is actually cheaper when it comes to parts and the fuel system, they have the same displacement, same valve train when it comes to valve sizes, maximum valve lift, vanos and opening period degrees, crank hub issue is the same ect ect. Ive always said if you spend the money and open up any of the modern BMW Engines and close deck it and replace it with forged internals the playing field is pretty level at that point. Just a matter of turbo, tuner and traction.

Subbed! Im all in. Just found your channel. 2015 435i! Lets go!

Jacks Transmissions did it for about $4k with shipping.

Sounds like a much better deal than Pure drivetrain solutions. The price they quoted me was over 5 not including shipping etc

🤣🤣🤣