The Proper Engine Break-in

[vinuneuro]

I read this article a few years back, and thought I'd share it. Top engine builders I know have used this method very successfully, it will work for you.

http://www.mototuneusa.com/break_in_secrets.htm

[noncom23]

Too late for me.But I drove it like usu, aggressive!

[hayaku]

thats what we do with race engines.. drop the new engine in, turn the key and go racing immediately... no warm up, nada... pedal welded to the floor booyeee!

[asawadude]

Are the instructions to use mineral based motor oil instead of the synthetics applicable to today's new BMW engines?

So on the day you take possession of your new E70 X5, you head to the nearest Jiffy Lube and ask for oil swap to Pennzoil dinosaur oil, drive like you stole it for 500-1500 miles, then go back to Jiffy Lube for a 8 shots of Mobil 1 or Syntec?

I'm being facetious. If this practice can be substantiated as being beneficial to today's high tech engines, I would do it, but I sure would like to see the pros and cons of it first.

Comments?

[vinuneuro]

Tech/electronics galore has nothing to do with this. Still comes down to metal vs. metal..piston rings vs. cyl wall.

Depending on BMW's engine manufacturing methods, these engines may already be broken in through one or two break-ins (warmup/heat cycle, run to red line and back, cooldown) at the factory.

[vinuneuro]

Originally Posted by hayaku

thats what we do with race engines.. drop the new engine in, turn the key and go racing immediately... no warm up, nada... pedal welded to the floor booyeee!

Warm-up is still important before you run.

[asawadude]

Originally Posted by vinuneuro

Tech/electronics galore has nothing to do with this. Still comes down to metal vs. metal..piston rings vs. cyl wall.

Depending on BMW's engine manufacturing methods, these engines may already be broken in through one or two break-ins (warmup/heat cycle, run to red line and back, cooldown) at the factory.

Come on Vig, you missed my point. I am not talking about electronics. You make it sound like I'm saying I-Drive extends a BMW's service life.

The technology comes into play in the composition of alloys used for cylinder walls and piston rings, the manufacturing, machining, and fitment of components, and the formulation of modern engine lubricants. The design, manufacture, and assembly of today's (circa 2006) engines are certainly affected by technology and each of these processes are advanced greatly in recent years.

The mototune article deviates from the break-in description contained in the BMW Owners Manual.

If any part of the mototune article is dismissable, I'd question the entire article as it applies to automotobiles. It applies more to motorcycles than cars.

To me, the show stopper in the article is the requirement to run mineral based oil instead of synthetic oil during the break-in period. In a motorcycle, it makes a lot of sense. In a car, especially one that comes from the factory with a crankcase full of synthetic oil, it seems over the top.

[AzNMpower32]

I've seen articles like this forever and it's been discussed to death on Bimmerfest. I don't buy it, and Motortrend actually had an article dedicated to this topic (I'll dig up the link when I have time)

My stance: Vary the revs like the owner's manual says. Maybe you can stretch it beyond after a few hundred miles, and overreving the break-in limits a few times won't kill you. But jackrabbit starts and stops, are no-no

[vinuneuro]

Actually, as far as gasoline ring tech goes, a lot has been borrowed from motorcycle engines since they are proven in high rpm usage. The biggest tech carryover has been the use of thinner top and second rings. The other tech areas that don't really affect ring seal are lighter+stronger piston alloys / ring groove material, skirt coatings, etc.

As far as factory fill goes, a lot of companies use mineral and add moly.

No matter the piston alloy used and whether cylinder sleeve is frm, iron or nikasil, engines have really fundamentally not changed through the years (minus rotary). The same physical principles still apply. For the same reason, it doesn't matter whether it's a motorcycle or automobiles.

A lot of companies hot test all or a certain percentage of engines on a dyno to make sure there are no defects by monitoring the engine while running it to redline and back down. The same is done with cold tests with no combustion taking place. They are doing the same procedure at the factory, but it's not enough to fully break the engine in.

Manufacturing procsesses are still the same. Piston goes into the cylinder. Only difference now is that now some facilities have robots doing the piston insertion. Many plants still do it by hand. The major manufacturing tech has gone towards increasing precision, tightening tolerances and making processes efficient.

All of this is backed by experience from working at both ends of the automotive product cycle- Design/product-development and manufacturing. I've talked to Mahle engineers about this and they agree.