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I've not seen the camshafts before but i'm assuming you mean the hex nut type bits on each camshaft between the two valves on number one cylinder? I guess it may effect balance or possibly catch on something?
 

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I've not had the covers off so....
the only thing I'm thinking is the front camshaft bearing caps....
perhaps they are fitted the wrong way round...

Ok, I'll shut up now lol :)
 

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#2 lobe (and possibly #1) on the bottom cam look like they're not 'lobes' at all, but almost a cog?
 

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Discussion Starter · #9 ·
Mike
Thats correct.
Thankyou.

You cannot conventionally service the camshafts insitu.
Schrick, the designer & manufacturer were not aware of a maintenance &
inservice issue.
They have not provided an in service solution & are not returning my emails now...I wonder why ?
(Apart from removing the camshafts....is that a solution ?)

Unfortunately, the "Independant specialist" who fitted the camshafts during the
complete engine rebuild, neglected to shim the engines inlet & exhaust clearances
to the Schrick recommended tolerances during the build phase.
Infact, they did not attend to the shim tolerances at all.
A total of 14 clearances were out of spec that did not meet BMW requirements,
let alone the schrick specs ( for what they are worth).

All in all, one of the most disapointing & feckless events I have had to remedy.
What makes this worse is that it could all have been avoided.

I would suggest that if this is the quality of Engineering that Schrick are
producing for such an expensive product, to not be able to service such
a vital aspect of the engine casts a serious concern over the product &
it's Engineering integrity.

Farrell
 

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I'm with you MY BUD ( Probably a good buddy to have ! ) ......

Question is Faz , what are Schrick going to do about it ?
 

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Discussion Starter · #11 ·
Schrick, the designer & manufacturer were not aware of a maintenance &
inservice issue.
They have not provided an in service solution & are not returning my emails now...I wonder why ?
Mate
You know as much as me.:sad1:

I am getting pretty tired of this whole business with these cars,
much as I love them, what's the point in me posting this stuff, when
many ignore the facts, still go to these people & pay twice the hourly rate.

I am pretty close to knocking this whole business on the head & go work
for a o/e manufacturer.
That way, I can be just like so many of the "Independant specialists".
Turn up, get paid..even if the jobs done badly...still get paid !
Good work if you can get it.

Cheers for now.
 

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Faz , hang in there m8 ..... a solid reputation speaks volumes and may take some time to build up .

As long as incidents like this occur , the number of reputable specialists with whom I would trust my car diminish !

Word of mouth is a very significant thing , both positive and negative ......
 

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Mechanical fuel pump perhaps ??!

:applause:
Quoting myself here....as thats what I spotted straight away...the
machining on the cams between the first valves...a little bit like a fuel
pump drive but the wrong shape...

So do they sell a magic shim tool ? ouich
 

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I fully understand sir Faz his dilemma. He is working proffesionally on these cars and detects problems that can be avoided.

I would tend to describe these shortcommings as lack of process description. For mechanics this is heaven, but it also results in lack of a quality management system and supervision that are both needed to achieve customer satisfaction. Strangely, official dealers work pritty much according to such schemes, but only because the entire organization has the certifications. The quality of the supervision and performed work lies with the individual representatives. My ideal process description to work on my cars is as follows:

1: Inspection
2: Investigation
3: Conclusion
4: Research
5: Inform customer
6: Purchase of parts
7: Inspection of incomming parts
8: Correction
9: Testing

A typical 'independant proffesional' is merely trained to service and repair according to predetermined repair instructions, but in contrary to their training they often make short-cuts whenever he/she or hs supervisor suits. This affects overall reliability of these cars. But mechanics, how well they they have been trained, don't have an engineering degree and thus are NOT able to perform 'research' and 'specify'.

With other words, only points 1 & 8 can be carried out by mechanics. Some might be able to carry out points 2,3 and 7, but only if the work in a well organized environment. Point 4 is difficult and requires engineering qualities that most workshops don't have either.

My main motivation to keep on sharing information and writing documented reports is to help others maintain their cars properly in order to save a few more cars.

Faz, keep up the good work. :thumbsup:
 

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Faz

How do you shim the conventional BMW cams without removing the cams themselves?
 

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Faz

How do you shim the conventional BMW cams without removing the cams themselves?
With a special BMW tool to depress the valve buckets which is required to remove the shims. With the hexagonal nut, this is simply impossible for cyl #1 with those particular Schrick Cam's. With other words, they have changed the valve lash procedure for cyl #1, but were unaware of this.

N.B: Measuring the valve clearance can be carried out without this special tool.
 

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With a special BMW tool to depress the valve buckets which is required to remove the shims. With the hexagonal nut, this is simply impossible for cyl #1 with those particular Schrick Cam's. With other words, they have changed the valve lash procedure for cyl #1, but were unaware of this.

N.B: Measuring the valve clearance can be carried out without this special tool.
Shim Removal tool in the pic:M5thumbs:
 
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