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      01-12-2018, 12:02 PM   #89
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Quote:
Originally Posted by KMORGSM5 View Post
Will have more pics later today!

Can't wait to get her back on the road.

allmotor_2000 what IC set up are you planning on upgrading to down the road? Only option i see new is Pure/CSF IC.
There's still no data to support that CSF IC is an actual upgrade. Could be legit or could be another snakeoil product? We shall see.
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      01-12-2018, 12:33 PM   #90
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Quote:
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There's still no data to support that CSF IC is an actual upgrade. Could be legit or could be another snakeoil product? We shall see.
How is your car coming along? Any pictures or videos?
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      01-12-2018, 01:56 PM   #91
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There's still no data to support that CSF IC is an actual upgrade. Could be legit or could be another snakeoil product? We shall see.
Yes i was curious about this as there has been no data released on it yet.
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      01-12-2018, 03:27 PM   #92
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There are two cars with it right now.

Pure's race-car M6
Ravi @ CSF with the red M5

I should be getting my hands on one soon so will update if any improvements
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      01-12-2018, 03:30 PM   #93
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Originally Posted by allmotor_2000 View Post
There are two cars with it right now.

Pure's race-car M6
Ravi @ CSF with the red M5

I should be getting my hands on one soon so will update if any improvements
I know space is limited and these are 28% larger than stock ones and if i remember correctly they have bungs for meth injection directly into the IC rather than Charge Pipe.

Hope they are effective at lowering AIT. I am going to try MoCool to mix with IC coolant to see if it helps at all.
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      01-12-2018, 03:32 PM   #94
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I see some of the M3/4 guys using the CSF intercooler. cant find any info on efficiency, improved or otherwise though
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      01-13-2018, 06:46 AM   #95
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I see some of the M3/4 guys using the CSF intercooler. cant find any info on efficiency, improved or otherwise though
I've heard mixed reviews of their M3/4 IC but no actual stats yet either.

If it's better quality that stock and 28% larger each side then it should work well, but want to see evidence as to how well they actually perform before dropping $2,500 on a set.
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      01-15-2018, 03:28 PM   #96
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Some more pics
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      01-15-2018, 04:07 PM   #97
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Some more pics
Thanks for the pictures, always interesting.

Whatever works for your engine shop I guess, but did they say why they numbered the cylinders the way they did? You match the piston to the hole, but it would confuse me not to have the cylinders be numbered the same as the BMW layout. Maybe there's more to it than I realize.
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      01-16-2018, 08:55 AM   #98
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Some pics of the motor on tear down. Can see how bad the valves were before.
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      01-16-2018, 08:58 AM   #99
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More pics along with rebuilt custom turbos
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      01-16-2018, 09:18 AM   #100
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Looking good. Appears to be another solid build of a "bulletproof" long block. Keep up the good work. Congrats.
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      01-16-2018, 09:19 AM   #101
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Quote:
Originally Posted by KMORGSM5 View Post
More pics along with rebuilt custom turbos
More great pictures. Please stop posting the rod bearing journal on the crank. My stomach gets knotted up every time I see it!

Oh, those wrist pins on the Carrillo rods are massive! Did the shop mention how much heavier the piston/rod combo is from Carrillo? Well worth the extra weight though!
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      01-16-2018, 09:23 AM   #102
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Yay! Awesome build KMORGSM5!!! Welcome to the crew!
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      01-16-2018, 09:35 AM   #103
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Quote:
Originally Posted by Used2be View Post
More great pictures. Please stop posting the rod bearing journal on the crank. My stomach gets knotted up every time I see it!

Oh, those wrist pins on the Carrillo rods are massive! Did the shop mention how much heavier the piston/rod combo is from Carrillo? Well worth the extra weight though!
The spec that Steve Dinan uses (CP-Carillo) ends up with an equivalent to slightly less rotational mass than OEM. I have all the weights somewhere when we initially calculated it... need to dig it up.

I assume these are the same - is your build stock compression?
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      01-16-2018, 09:50 AM   #104
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Quote:
Originally Posted by allmotor_2000 View Post
The spec that Steve Dinan uses (CP-Carillo) ends up with an equivalent to slightly less rotational mass than OEM. I have all the weights somewhere when we initially calculated it... need to dig it up.
I'm surprised. I imagine the stock wrist pin is tapered internally so the difference in weight isn't as much as it would appear. Maybe with the inherent strength of the forged piston they can take more mass out of it compared to a casting.
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      01-16-2018, 10:03 AM   #105
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Quote:
Originally Posted by allmotor_2000 View Post
Quote:
Originally Posted by Used2be View Post
More great pictures. Please stop posting the rod bearing journal on the crank. My stomach gets knotted up every time I see it!

Oh, those wrist pins on the Carrillo rods are massive! Did the shop mention how much heavier the piston/rod combo is from Carrillo? Well worth the extra weight though!
The spec that Steve Dinan uses (CP-Carillo) ends up with an equivalent to slightly less rotational mass than OEM. I have all the weights somewhere when we initially calculated it... need to dig it up.

I assume these are the same - is your build stock compression?
Only went half a point lower compression and SLIGHTLY larger bore, still going to use as a DD for now.

Even with those wrist pins the whole rotating assembly is lighter then stock.
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      01-16-2018, 10:13 AM   #106
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Quote:
Originally Posted by Used2be View Post
More great pictures. Please stop posting the rod bearing journal on the crank. My stomach gets knotted up every time I see it!

Oh, those wrist pins on the Carrillo rods are massive! Did the shop mention how much heavier the piston/rod combo is from Carrillo? Well worth the extra weight though!
Lol i've become numb seeing the rod bearing journal by now. However, in the beginning man did it hurt to see it. Happy the block was ok!
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      01-16-2018, 11:24 AM   #107
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Quote:
Originally Posted by Used2be View Post
I'm surprised. I imagine the stock wrist pin is tapered internally so the difference in weight isn't as much as it would appear. Maybe with the inherent strength of the forged piston they can take more mass out of it compared to a casting.
This is what the unassembled rods look like:

http://f10.m5post.com/forums/showpos...7&postcount=84
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      01-16-2018, 11:39 AM   #108
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Quote:
Originally Posted by allmotor_2000 View Post
This is what the unassembled rods look like:
I remember seeing that now, thanks. For those of us who love the mechanical bits, those Carrillo rods are artwork! Is your motor also a half point down from the stock compression?
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      01-16-2018, 12:16 PM   #109
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That's correct - helps more fuel get into the combustion chamber and run higher boost in addition to slight insurance on knock prevention. Note I also have full head-work done so top end is just plain nutzzz....
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      01-16-2018, 12:46 PM   #110
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Quote:
Originally Posted by allmotor_2000 View Post
That's correct - helps more fuel get into the combustion chamber and run higher boost in addition to slight insurance on knock prevention. Note I also have full head-work done so top end is just plain nutzzz....
Do you know of anyone who did a full point lower compression? I remember when talking with Steve that he said he provided both options.
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