ESS FAQ and CFR series vs VT series Info Thread

[Chris@ESS]

ESS VT 440 Supercharger Frequently Asked Questions
I***8217;ve compiled a list of commonly asked questions regarding our supercharger systems, specifically in regards to the VT series and CFR series for the E46 M3.

I would love to add to this list though, so any questions people have, please ask in this thread and I will happily add to it! :thanks:

Can you run more boost if you run meth injection?
-Here at ESS we do not tune using meth injection. Though we do not have anything against the concept, we feel that the only acceptable substance to run out of in regards to power is your fuel, so our tunes are setup for 91/93 octane for US applications, and under special request, race fuel applications i.e. 100+ octane. More boost on the VT series would require an upgrade to stage 2 which requires our upgraded manifold with built-in air to water heat exchanger, a software re-tune, and a smaller supercharger pulley. Stage 3 will require all the components of stage 2 plus the addition of low-compression pistons, larger fuel injectors, upgraded fuel delivery system and a new belt drive system for the SC.

How well do these systems hold up to track use (road race)?
-All of our kits are extensively tested under both track and daily driving conditions. Our CFR and VT kits have both been tested to extreme levels and after completion of development, we have seen 0 kit related issues in regards to over-heating, engine failure, etc. Whether you***8217;re looking to make your morning sprint to work faster or looking to shave a few seconds off your lap time, our kits are designed with performance, efficiency, and longevity in mind.

Is any extra maintenance required?
-Our kits are designed to fit and run as if they came from the factory. No extra maintenance is required in regards to cooling, oil cooling, etc. The kits are designed to fit precisely with minimal alteration to the factory components and upon completion of installation to add performance without a hitch. Our tuning also has no issues and throws no error codes to the DME i.e. No check engine lights, no oil lights, etc.

Does the VT kit come with a Front Mount Intercooler?
- There is no front mount intercooler used in the VT440/450. VT Stage 2 and stage 3 will utilize a new intake manifold containing an air to water heat exchanger with a front mount heat exchanger for the manifold coolant. The VT series was designed for maximum daily drive ability and financial practicality. Stage 1 only running at 4-4.5 psi is 100% functional and safe on stock intake manifold and no intercooling. There are no additional coolers required i.e. oil cooler, etc. For the money, you are getting one of the best products and values available.

Compared to the CFR series?
The CFR series, is the race bred, spared no expense kit and ranges from the CFR500 to the CFR600. The CFR series is designed to be light-weight and produce more torque at lower rpms for race applications and maximum performance in general. The cooling system for the CFR is an air to air utilizing a front mount intercooler and light weight tubing along with a cast aluminum intake manifold. The CFR series also utilizes the ASA TM-20/T1-521 supercharger which is also a centrifugal unit, but utilizes a different high speed build design vs the Vortech and in comparison, is also more expensive from a manufacturer***8217;s standpoint. As stated before, this kit spared no expense in development and was designed with the intent to be the very best.

Does this kit come with instructions?
-Yes, all of our kits come with detailed instructions as well as our available customer service which can be accessed via email, private messages, and/or via phone calls. We are here to help you any way we can!

Is the VT kit noisy?
-There is a faint whine at low rpms due to the nature of the Vortech supercharger. When inside the vehicle with the windows closed, the sound is not heard. When inside with the windows closed and the radio on, the sound is definitely not heard. Under driving conditions, general road noise and surroundings i.e. traffic can usually drown out any noise coming from the supercharger, it really is that faint.

How does the ECU Tuning work?
-To have your DME tuned for your respective supercharger, it is necessary for you to remove your DME, a very simple process I might add, and send it to our facility in sunny Arizona. Here we will re-tune your DME for your respective application and send it back to you within 24 hours upon reception. So for example, if you send us your DME and we receive it on Monday at 10 AM, we will have it on its way back to you by the next day, Tuesday at 10 AM. As I***8217;ve said before, our tuning has no check engine lights, no codes, no errors. When you get your DME back it is as though BMW tuned it from the factory.

[GJGM3]

Great stuff Chris!

[ST06M3]

Compared to the CFR series?
The CFR series, is the race bred, spared no expense kit and ranges from the CFR500 to the CFR600. The CFR series is designed to be light-weight and produce more torque at lower rpms for race applications and maximum performance in general. The cooling system for the CFR is an air to air utilizing a front mount intercooler and light weight tubing along with a cast aluminum intake manifold. The CFR series also utilizes the ASA TM-20/T1-521 supercharger which is also a centrifugal unit, but utilizes a different high speed build design vs the Vortech and in comparison, is also more expensive from a manufacturer's standpoint. As stated before, this kit spared no expense in development and was designed with the intent to be the very best.



When is the CFR600 being released?

[Chris@ESS]

When is the CFR600 being released?

It already exists and requires the use of low compression pistons.

[e popa]

Will this kit show more gains with headers?
If I run 100 octane will the ecu adapt up to it?
With the VT450 is it possible to see 400rwhp?
How will th kit with a 3.91 diff? will this make the gears to quick? or is stock gearing recomened?
TIA

[Chris@ESS]

Will this kit show more gains with headers?
If I run 100 octane will the ecu adapt up to it?
With the VT450 is it possible to see 400rwhp?
How will th kit with a 3.91 diff? will this make the gears to quick? or is stock gearing recomened?
TIA

Will this kit show more gains with headers?
We do recommend running free flowing headers to allow for the increase in air flow and a VT440 kit will show better top end gains with the addition of headers.

If I run 100 octane will the ecu adapt up to it?
We tune with 91 or 93 octane in mind. So the car is setup for 93 octane, but since most US customers only have access to 91, the software adapts. Using a 100 octane mix to create 93 octane would result in a top end power increase, usually around 10 rwhp.

With the VT450 is it possible to see 400rwhp?
With the VT450, 400 rwhp is really not possible. In certain freak applications whereby a factory motor happens to be just that much stronger, sure it is possible. As I've said before though, we usually see gains ranging from 374 rwhp to 392 rwhp. US applications are also limited to the VT440 as the fuel in the US is just not equivalent to what's available in Europe.

How will this kit be with 3.91 final gearing? Will this make the gears too quick? or is stock gearing recommended?
This is really up to the customer. In both the CFR and VT series applications, a centrifugal supercharger is being used thereby the faster you get up in the rpms, the faster you essentially build boost and create power. Having a shorter gear ratio will increase your torque to the ground, but decrease your top speed and speed per gear. There are many users out there using 4.10 gears with their superchargers and have nothing but positive words to say. From a performance standpoint, it will make acceleration stronger and your lower gears more powerful essentially making 1st and 2nd gear even more useless, especially under a forced induction application. You will shift more often and be at higher rpms while cruising i.e. 4.10 gears = 80 mph @3500 rpms.

[mikem7709]

I personally wouldn`t want to run a tune thats able to advance enough to get big gains from Race fuel, as surely when your running 91/93 US grade your relying on the knock sensors to pull timing and save the engine. ESS has the right idea to tune for 93. Unless of course your running switchable maps like HPF`s. ;)


I thought about doing the gears and was advised to go 3.91 but don`t think its really necessary, you`d be surprised at how much extra mid range grunt even the 450 kit provides as long as you keep it above say 4K rpm.

[HighBoostin330]

It already exists and requires the use of low compression pistons.

Is the CFR700 project scrapped then?

[ROM3N]

Is the CFR700 project scrapped then?

CFR700+ is a different blower same concept.

[e popa]

If I run 100 octane will the ecu adapt up to it?
We tune with 91 or 93 octane in mind. So the car is setup for 93 octane, but since most US customers only have access to 91, the software adapts. Using a 100 octane mix to create 93 octane would result in a top end power increase, usually around 10 rwhp.
I have 93 where I live

With the VT450 is it possible to see 400rwhp?
With the VT450, 400 rwhp is really not possible. In certain freak applications whereby a factory motor happens to be just that much stronger, sure it is possible. As I've said before though, we usually see gains ranging from 374 rwhp to 392 rwhp. US applications are also limited to the VT440 as the fuel in the US is just not equivalent to what's available in Europe.
So I can only get the VT440?

[ROM3N]

If I run 100 octane will the ecu adapt up to it?
We tune with 91 or 93 octane in mind. So the car is setup for 93 octane, but since most US customers only have access to 91, the software adapts. Using a 100 octane mix to create 93 octane would result in a top end power increase, usually around 10 rwhp.
I have 93 where I live

With the VT450 is it possible to see 400rwhp?
With the VT450, 400 rwhp is really not possible. In certain freak applications whereby a factory motor happens to be just that much stronger, sure it is possible. As I've said before though, we usually see gains ranging from 374 rwhp to 392 rwhp. US applications are also limited to the VT440 as the fuel in the US is just not equivalent to what's available in Europe.
So I can only get the VT440?

If you have access to 93 and are considering doing euro or aftermarket headers you can run the VT450.

[e popa]

If you have access to 93 and are considering doing euro or aftermarket headers you can run the VT450.

Yes I have access to 93 and 100 octane and I was going to do headers and aftermarket cats. What did the 440 dyno at? I think I only saw the 450 dyno.
Thanks Erik

[parad0x]

wasnt the vt stage 2/3 suppose to include an air to air intercooler? and what are the project power gains with the intercooler (i assuming that will be the stage 2 primary difference)

[ROM3N]

Yes I have access to 93 and 100 octane and I was going to do headers and aftermarket cats. What did the 440 dyno at? I think I only saw the 450 dyno.
Thanks Erik

VT440 will dyno a little less then the VT550. The difference in the kits is about 10HP.

[ROM3N]

wasnt the vt stage 2/3 suppose to include an air to air intercooler? and what are the project power gains with the intercooler (i assuming that will be the stage 2 primary difference)

Stage 2 will have an increase in boost and will include a manifold liquid cooler.


http://i169.photobucket.com/albums/u233/rom3n/VT45020at207_5PSI20IC.jpg

[A55A55IN]

what blower does CFR 700 use?

[e popa]

What does the manifold look like?

[ROM3N]

what blower does cfr 700 use?

asa tm24

[mikem7709]

What does the manifold look like?


Mine looks like this. :)


A new Cast (much cheaper to produce once the design and tooling is there) manifold was spoken about but nothing confirmed yet.

[e popa]

Mine looks like this. :)


A new Cast (much cheaper to produce once the design and tooling is there) manifold was spoken about but nothing confirmed yet.

Thats sweet I wish the 440/450 kit came with this also.:bow:

[A55A55IN]

asa tm24

:drool:...can you post a dyno please?

[Chris@ESS]

Thats sweet I wish the 440/450 kit came with this also.:bow:

VT440 Stage 2 will come with it :pimpin:

[monochrom3]

Stage 2 will have an increase in boost and will include a manifold liquid cooler.


http://i169.photobucket.com/albums/u233/rom3n/VT45020at207_5PSI20IC.jpg

Hey Romen & Chris (Francis aka "monochrom3")... is it just the cooler and tune, or what else does Stage 2 involve? Can't wait to get mine delivered!

[JeppeJ]

To upgrade from cfr525 to cfr600, do you just need the pistons and a remap? And from cfr525 to cfr700 you also need a new blower? Is cfr750 available?

[e popa]

VT440 Stage 2 will come with it :pimpin:

How much more does that cost?

[Chris@ESS]

Hey Romen & Chris (Francis aka "monochrom3")... is it just the cooler and tune, or what else does Stage 2 involve? Can't wait to get mine delivered!

Stage 2 involves the new manifold, a smaller supercharger pulley, a front mounted heat exchanger, and a new tune. I also believe that dynograph is on 93 octane, so expect slightly less gains on 91 octane, somewhere in the 465-470 rwhp range...

To upgrade from cfr525 to cfr600, do you just need the pistons and a remap? And from cfr525 to cfr700 you also need a new blower? Is cfr750 available?

The CFR600 uses low compression pistons and the ASA TM-20. It will require a software tune and a smaller supercharger pulley to up the boost.

Currently, we are doing development with the larger ASA TM-24 which would be considered our CFR575. An official release date of the CFR575 has not been made. We are in the final stages of field testing.

The CFR700 is still in development for the US market.

How much more does that cost?

We have not officially released pricing, though estimates have been in the $2k-$3k range as we are still in talks with our foundry in regards to batch size, etc. I will tell you, the more VT kits that sell and the more interest there is for stage 2 will effect the price and speed of release...

[Chris@ESS]

:drool:...can you post a dyno please?

http://www.azbmw.org/modules/coppermine/albums/userpics/10019-cfr575.jpeg

[monochrom3]

All in favor of stage 2 say "aye"! Count me in shortly after getting my kit! AYE!!!

[Chris@ESS]

All in favor of stage 2 say "aye"! Count me in shortly after getting my kit! AYE!!!

We seem to be getting a lot of emails saying this...:craig:

[JeppeJ]

Does the cfr575 use low compression pistons?

[tintboy]

Will the cfr575 also be available for the Z4M?

[e popa]

We have not officially released pricing, though estimates have been in the $2k-$3k range as we are still in talks with our foundry in regards to batch size, etc. I will tell you, the more VT kits that sell and the more interest there is for stage 2 will effect the price and speed of release...[/QUOTE]

But you are making a stage 2 even if alot dont sell? I dont want to be one of a few to buy the kit and it get abondoned. Not saying your not going to sell alot of kits I know you have and will , just saying thats all:craig:

[Chris@ESS]

But you are making a stage 2 even if alot dont sell? I dont want to be one of a few to buy the kit and it get abondoned. Not saying your not going to sell alot of kits I know you have and will , just saying thats all:craig:

Yes, it's coming :str8pimpi

[monochrom3]

Do you have any pics of stage 2 installed? Just curious... it will give me something else to dream about!

[Chris@ESS]

Do you have any pics of stage 2 installed? Just curious... it will give me something else to dream about!

We actually produced the stage 2 in the past when we first released the VT series. If you see pictures of the Loaded CSL's engine bay, it has one of the first stage 2 manifolds ever produced.

We sent the design plans to Mikem7709 who had Simpson motorsports fabricate one for him. It can be seen here:

http://forum.e46fanatics.com/showpost.php?p=9804616&postcount=19

Hope you don't mind Mike :drool:

Cheers,

Chris

[mikem7709]

How can I possibly mind Chris, if it wasn`t for ESS making the manifold would`ve been a nightmare.

I`ve seen mine fitted today and the car`s running but at around 8PSI (effectively stage 2 but with a built engine as Simpson want to run the engine in at lowish boost to make sure there`s no problems) It needs the Vanos resetting tomorrow, then hopefully I can start getting some mileage on it (1K or so) before upping the boost to 12/13 PSI. I get the ferry to `ring next Fri so pressure`s on a little. :str8pimpi

Didn`t take any photos sorry guys but will get some up over the weekend hopefully.



Simpson actually had a car featured in Performance BMW just before xmas running an old ESS VT kit with a built engine and a T trim (AJ mentioned this type of set up possibly being a stage 4 back last year) thats apparently very quick, in fact the guy that built it said he has driven a faster car but only their race F40 which is running 650 HP/Ton. It was Dec or Jan if anyone wants to dig around for it.

[maxnathan]

Stop teasing us mike and get those pics of the engine bay up m8........:woot:

I also hope you have a worthy camcorder cos i`ll be expecting great videos of this beast:rofl:

[e popa]

yea pics please

[Asbjorn@ESS]

Small correction guys :

CFR500-550 is TM20 based
CFR575 is T1-521 based, CFR575 is strongly recommended with the ESS lowered compression forged piston kit, but will run on a stock engine with good fuel quality. We might make a CFR525-550 T1-521 version also for easier upgradeability for the 91 octane guys.
CFR 600-700 will be T1-524 based.

The new VT Stage 2 (Called VT2-500 to VT2-600 depending on spec) will run a cast manifold with integrated high capacity heat exchanger. For non-intercooled applications the stock S54 manifold is far superior to a plain casted manifold because of it's advaned airflow design/trumpets. That is why we use it.

[mikem7709]

I didn`t take any pics sorry guys. :bawling:



The new VT Stage 2 (Called VT2-500 to VT2-600 depending on spec) will run a cast manifold with integrated high capacity heat exchanger. For non-intercooled applications the stock S54 manifold is far superior to a plain casted manifold because of it's advaned airflow design/trumpets. That is why we use it.

Look forward to seeing the cast version AJ, I think it would break Anthony`s heart if I asked him to fit it after the effort he put into making mine (it actually looks far, far neater fitted than I though it would :str8pimpi). VT2-500/600 are these the power figures you`ll be aiming for with the final tunes ? Crank or Wheel figures ??

[Asbjorn@ESS]

I didn`t take any pics sorry guys. :bawling:




Look forward to seeing the cast version AJ, I think it would break Anthony`s heart if I asked him to fit it after the effort he put into making mine (it actually looks far, far neater fitted than I though it would :str8pimpi). VT2-500/600 are these the power figures you`ll be aiming for with the final tunes ? Crank or Wheel figures ??


Crank HP, 500/525/550 for stock engines and 600+ for lowered compression engines.

[Rev8]

Chris, first of all I have become a big fan of ESS products and tuning. I've been researching this for quite a while and have decided that my F/I will definitely be ESS, yet I still have a few questions before I pull the trigger on either a VT or CFR system. :thumbup:

1. After reading about your systems for over a year, I finally realized that the CFR system is tuned without a MAF. Is that correct? If so, what are the relative advantages of one over the other. Obviously you have the capability to tune either way, I'm just curious why no MAF with CFR vs recalibrated MAF with the VT. Will a non-MAF system adapt to altitude changes as well as one with a MAF? ( I drive between sea level and 6000 feet ) :dunno:

2. I like the low weight design of the CFR system, but understandably this costs more. How large is the water reservoir of the stage 2 system? Is it 3 gallons like VF's? My understanding is that the total weight of the CFR system will only add 18 total pounds including the items that are removed. The total weight of the VT stage 2 system will be around 85 lbs. Are those numbers roughly correct? Is there any way to mount the water tank down low and not right at the front end of the car? Am I worrying about nothing here? :hmm:

3. What psi is the stage 2 planned to run at? :pimpin:

4. I'm a little confused by the statements of the ASA blowers being so much more efficient in the lower power ranges. The 4.5 psi VT 440/450 develops more torque than the 7 psi CFR 500 from 0 to around 4750 RPM where the Vortech starts leveling due to the low boost. The VT 440 also beats the CFR 525 in torque until about 4k. The VT stage 2 graph shows more torque than the CFR 525 up to 4500 rpm where they roughly become equivalent the rest of the RPM band. Am I missing something here or misinterpreting the statements made. :dunno:

5. I run 92 octane, right between the 2 tunes. Would it be okay for me to run the VT450 and let the ECU adapt or is that not a good idea. In the adapting does it possibly allow the engine to knock first due to lower octane and then pull back some timing? :confused:

Thanks again for all your efforts in developing several excellent products for the E46 M3 :clap:

[NoM3RCY]

just 1 question. do i have to get the SQ vortech or can i get the t-trim with the vt440?

[Asbjorn@ESS]

Chris, first of all I have become a big fan of ESS products and tuning. I've been researching this for quite a while and have decided that my F/I will definitely be ESS, yet I still have a few questions before I pull the trigger on either a VT or CFR system. :thumbup:

1. After reading about your systems for over a year, I finally realized that the CFR system is tuned without a MAF. Is that correct? If so, what are the relative advantages of one over the other. Obviously you have the capability to tune either way, I'm just curious why no MAF with CFR vs recalibrated MAF with the VT. Will a non-MAF system adapt to altitude changes as well as one with a MAF? ( I drive between sea level and 6000 feet ) :dunno:

2. I like the low weight design of the CFR system, but understandably this costs more. How large is the water reservoir of the stage 2 system? Is it 3 gallons like VF's? My understanding is that the total weight of the CFR system will only add 18 total pounds including the items that are removed. The total weight of the VT stage 2 system will be around 85 lbs. Are those numbers roughly correct? Is there any way to mount the water tank down low and not right at the front end of the car? Am I worrying about nothing here? :hmm:

3. What psi is the stage 2 planned to run at? :pimpin:

4. I'm a little confused by the statements of the ASA blowers being so much more efficient in the lower power ranges. The 4.5 psi VT 440/450 develops more torque than the 7 psi CFR 500 from 0 to around 4750 RPM where the Vortech starts leveling due to the low boost. The VT 440 also beats the CFR 525 in torque until about 4k. The VT stage 2 graph shows more torque than the CFR 525 up to 4500 rpm where they roughly become equivalent the rest of the RPM band. Am I missing something here or misinterpreting the statements made. :dunno:

5. I run 92 octane, right between the 2 tunes. Would it be okay for me to run the VT450 and let the ECU adapt or is that not a good idea. In the adapting does it possibly allow the engine to knock first due to lower octane and then pull back some timing? :confused:

Thanks again for all your efforts in developing several excellent products for the E46 M3 :clap:

VT440/450 is also a MAFless system, same as CFR. It uses atmph pressure compensation instead. We have used MAF based systems on the earlier VT2 kits and 99% of the issues we had with that kit was failed or contaminated MAF sensors. Instead we chose to go the CSL/E92 M3 route and build a software based on RPM/TPS/IAT and atpmh pressure. This is much more stable over time in our opinion. We have had 0 issues with the new gen MSS54 SC software.

The VT440/450 kits have very good low range torque due to the use of the OEM intake manifold which is very efficient in that RPM range due to it's advanced airflow design. The reason the VT2 dyno posted has CFR mid range is that it boosts 9PSI in that dyno vs the CFR 7-8. CFR's develop considerably more mid range torque compared to the VT at the same boost levels due to the high speed SC design.

VT Stage 2 will run from 7-9PSI depending on spec, Stage 3 will run at 13-14PSI.

VT450 will run just fine on 92 octane, but will most likely not make the full rated power.

The VT440/450 and CFR weighs about the same at around 30-35lbs, the VT stage 2 adds another 15-20lbs.

[Asbjorn@ESS]

just 1 question. do i have to get the SQ vortech or can i get the t-trim with the vt440?

You can custom order the T-trim with the VT440/450, but it will not make more power until you hit about 650HP. It will make slighly less torque than the SQ until that power range.

[johnhk79]

You can custom order the T-trim with the VT440/450, but it will not make more power until you hit about 650HP. It will make slighly less torque than the SQ until that power range.

how much extra is the t-trim?

[Asbjorn@ESS]

how much extra is the t-trim?

USD 500. It requires the T-trim blower upgrade + a custom 4" SC intake assembly.

[GJGM3]

Got mine today!

[Rev8]

VT440/450 is also a MAFless system, same as CFR. It uses atmph pressure compensation instead. We have used MAF based systems on the earlier VT2 kits and 99% of the issues we had with that kit was failed or contaminated MAF sensors. Instead we chose to go the CSL/E92 M3 route and build a software based on RPM/TPS/IAT and atpmh pressure. This is much more stable over time in our opinion. We have had 0 issues with the new gen MSS54 SC software.

The VT440/450 kits have very good low range torque due to the use of the OEM intake manifold which is very efficient in that RPM range due to it's advanced airflow design. The reason the VT2 dyno posted has CFR mid range is that it boosts 9PSI in that dyno vs the CFR 7-8. CFR's develop considerably more mid range torque compared to the VT at the same boost levels due to the high speed SC design.

VT Stage 2 will run from 7-9PSI depending on spec, Stage 3 will run at 13-14PSI.

VT450 will run just fine on 92 octane, but will most likely not make the full rated power.

The VT440/450 and CFR weighs about the same at around 30-35lbs, the VT stage 2 adds another 15-20lbs.

Thanks for the quick reply. :thumbup: BTW the VT group buy thread has info stating the MAF is recalibrated. Not a big deal, just like to know all the facts ahead of time.

Both systems have their strong points, this is going to be a tough decision between the two. :hmm:

[azndrunk74]

VT440/450 is also a MAFless system, same as CFR. It uses atmph pressure compensation instead. We have used MAF based systems on the earlier VT2 kits and 99% of the issues we had with that kit was failed or contaminated MAF sensors. Instead we chose to go the CSL/E92 M3 route and build a software based on RPM/TPS/IAT and atpmh pressure. This is much more stable over time in our opinion. We have had 0 issues with the new gen MSS54 SC software.

The VT440/450 kits have very good low range torque due to the use of the OEM intake manifold which is very efficient in that RPM range due to it's advanced airflow design. The reason the VT2 dyno posted has CFR mid range is that it boosts 9PSI in that dyno vs the CFR 7-8. CFR's develop considerably more mid range torque compared to the VT at the same boost levels due to the high speed SC design.

VT Stage 2 will run from 7-9PSI depending on spec, Stage 3 will run at 13-14PSI.

VT450 will run just fine on 92 octane, but will most likely not make the full rated power.

The VT440/450 and CFR weighs about the same at around 30-35lbs, the VT stage 2 adds another 15-20lbs.

I know the VT440 uses a bosch bypass valve. Since the system runs mafless, how is the recirculated air measured for the AFR? Probably a stupid question..as I'm more familiar with turbos than superchargers (came from a modded Audi 1.8T).

[Azn_homer]

Roman,

Quick question, can I disconnect the diverter on the VT450 kit. So it will act like blow off valve, and produce the "swoosh" sound? Man, the CFR kit sounds bad ass! Please tell me the VT 450 kit can produce similar "Swoosh" sound.

By the way, I am still waiting for stage 2 to be released!:hmm:

[GJGM3]

Ditto that. I'm wondering the same with mine and what the effect other than sound will be. Definitely would love to know for Monday's build start. :D

[Sales@ESS]

The kits are specifically designed to run recirculation with the bypass valves (and for good reason). We cannot support kits that choose to open the valve to atmosphere. It is not recommended.

[GJGM3]

That's all I need to know. Thanks.

[XLR8_M3]

So far I've spoken with Chris, Roman, Hans, and all have been helpful. I've compared systems between VF-E, AA, and ESS, and final decision is....ESS. All have great deals going on, and I respect them all. Each is very proud of their system, and the competitors offer special discounts, even military discounts, and that is truly outstanding. So thanks to all viewing.... I'm now committed, and exciting to join the F/I community.:pimpin: I should receive my VT440 next week.... and STG 2 is perhaps in the future.

[GJGM3]

I posted this elsewhere, but thought I'd do the same here.

I went by the shop today to check on my machine and the parts go on as if they're OEM as fitment - high quality stuff - perfection! I spoke with the guys at my shop and they do a lot of work on performance cars and they were very impressed with the parts, fitment, ease of installation, and instructions are some of the best they've ever seen. It was really really great to not only hear that, but to see it for the first time.

When I arrived the car was on a lift with the front bumper removed. The first thing I saw was this beautiful FMIC gleaming at me. I'm like WHOA - no way my black grill is going to obstruct that. I looked under the car and the plumbing was so perfect - it seriously looked OEM, not flimsy stuff, and very secure. I have aftermarket sways and they added a little padding just in case, but I looked, felt, tried moving and the parts are on there. Great stuff.

They lowered the car so I can see the engine compartment and just utterly amazing fitment.

As for customer service - ESS is terrific! No matter how redundant or in my case noob-oriented (I'm learning) stuff, they've all been extremely patient and helpful - exceeded my expectations, that's for sure.

Anyway, just want to say a big thanks to ESS - AJ, Chris, Roman - especially Hans - this dude answers the call as he's in the USA, and pretty cool accent to go along with it! Seemless.

My shop, and in particular my mechanic, an uber cool cat, has only one major concern with the kit - my poor rear tires! He told me I need something sticky. LOL.

For the most part it's done. They're waiting for the ECU tomorrow. Going to drive it around a little to make sure things are tight afterward, and then they'd like to keep it until Thursday afternoon to put the bumper and trim back on, clean her up; although I wonder...what else...hmmm, perhaps some driving action. I'm thinking yeah, probably some of that! LOL.

[jaffy5150]

All I can say is ESS is amazing! They have great customer service and their products are unbelievable! I've had my VT-440 kit in for about two weeks now and the smile still hasn't left. The power delivery is so smooth you'd swear the car came from the factory like this.

I can't wait until the stage 2 kit is released! I want more power!

[Azn_homer]

Hey AJ and Roman,

If I would like to purchase spare serpentine belts for the supercharger pulley, what is the specification and where I can get them from? I have the VT450 kit.

Thanks

Kan

[Chris@ESS]

All I can say is ESS is amazing! They have great customer service and their products are unbelievable! I've had my VT-440 kit in for about two weeks now and the smile still hasn't left. The power delivery is so smooth you'd swear the car came from the factory like this.

I can't wait until the stage 2 kit is released! I want more power!

Stage 2 is in the works...not to worry, it IS coming... :4ngie::drool:

[Azn_homer]

Do I need a custom tune fuel map for Schrick Cams 272/280? If I am running VT450 kit now, and planning for VT500 upgrade.

[JeppeJ]

Do I need the T-Trim to go VT3-700 or does the SQ go all the way to 700hp?

[bmw_chuzo]

can we run vt450 with 91 pump gas? I don't have 93 in my country :(
my car is an euro m3 though (with the better flowing headers and that)

[ROM3N]

can we run vt450 with 91 pump gas? I don't have 93 in my country :(
my car is an euro m3 though (with the better flowing headers and that)

You can run the VT450 on 91 it just wont make as much power as it will on 93.

[ROM3N]

Do I need the T-Trim to go VT3-700 or does the SQ go all the way to 700hp?

You dont have to run T-Trim.

[XLR8_M3]

Chris and Roman @ ESS, (+ALCON),

Just wanted to let you guys know I have installed the VT440 completely, and it runs great! The shipment time and self-install was long, for multiple reasons, but I'd rather do it right and have a polished product; and that is what it is.

For everyone that has installed their VT440/450 and had issues with making the silicon "boot" fit just right between the stock OEM intake plenum and the Vortech V2 S/C, please visit my reply to a post here:

http://www.m3forum.net/m3forum/showthread.php?p=4029940

I discussed how I trimmed down the boot a little at a time, like Hans explained to me from ESS, and I trimmed a bit off the top of the Bosch bypass valve. I'll have a full post on my install hopefully by the end of the week on this forum as well. :thanks:

[NoM3RCY]

how much more power will the vt450 make on a full tank of 100 octane?

[monochrom3]

Chris, Roman... any updates for Stage 2? :thumbsup:

[ROM3N]

Chris, Roman... any updates for Stage 2? :thumbsup:

Sent you a PM :) new info coming soon.

[azndrunk74]

Sent you a PM :) new info coming soon.

Roman, could you send me the info as well? Thanks.

[GJGM3]

Great stuff coming up!

[kuruca]

Sent you a PM :) new info coming soon.

send me the info also

[budfox4life]

thanks to this thread, im still holding off on my final purchase... thought i was going to go with cfr-550 but then i heard about the 575 and 600 systems.... but have yet to get more details on them (power/availibility/price):cry:

----------------------------------------
then started hearing about some kind of stage 2 setup for (what i thought was meant to be the less powerful) vt model... numbers were being thrown around that would have been better than much higher priced cfr setups...:eek:

-----------------------------------------


so i had a thought (being someone who has the cash ready and wants to go with an ess super)- why not make a simple 1-page comparo of all of your setups

for example, an entry might look like this:

model (cfr 575)
blower (ASA # or vortech #)
peak hp @ xx octaine
peak torque @ xx torque
coooling methods employed (intercooler/chargecooler/meth injection)
fuel system components (injectors [size]....)
ecu change (requires reflash)
non kit requirements/prerequisites (cust. car must have headers + exhaust)
price

then you could throw in a dyno right below that or just have a link to a dynosheet that already contains dynoruns by all applicable ess systems (like having one sheet that has all cfr and one that has all vt)

............................................................ .

just something i think might help out a whole lot of people and cut down the number of questions you get asked about relating to things that could be explained by a comparo just like the aforementioned setup:)

good luck and im still eagerly waiting to hear more about the 575 and 600 :pimpin:

[GJGM3]

Dude, pull the trigger already given you're so called "cash ready". I don't get it why you didn't rock the 550 unit? What over 25HP? :confused:

It seems to me if you're serious you would've done it then upgrade it since you've been commenting on this since early this year!

It's my understanding the CFR600 is ready or near ready to go. It'll use the TM-21 and will rock 575-600HP (500-550 rwhp) and a larger intercooler.

This is going to be my upgrade! So what's the "CONFUSE" thing all about? :tsk:

:hi:

[budfox4life]

Dude, pull the trigger already given you're so called "cash ready". I don't get it why you didn't rock the 550 unit? What over 25HP? :confused:

It seems to me if you're serious you would've done it then upgrade it since you've been commenting on this since early this year!

It's my understanding the CFR600 is ready or near ready to go. It'll use the TM-21 and will rock 575-600HP (500-550 rwhp) and a larger intercooler.

This is going to be my upgrade! So what's the "CONFUSE" thing all about? :tsk:

:hi:

guess i'm just too patient...
im not in a rush to spend more than 12k on something that i will want to upgrade within 5 years (edit: ever)

my goal is to buy a kit and essentially be done with the car. i feel no need to rush into anything until i am convinced that i won't be in your position (just bought the 500 and already eagerly waiting for the 600)

as for the confusion - i am confused by the fact that i was under the impression that the cfr series were the highest power kits but have been hearing all about the different versions (new ones) of the vt that seem to have more power than the cfr you just bought.

no need to get mad at me:cry: i just am a little more reluctant to spend money on something that i will feel the need to upgrade immediately (sound like anyone you know?;))

furthermore... i didn't see any harm in suggesting one single comparison of all of their kits (and all of the different iterations of each), since neither of their two websites has the info readily available in one spot

PS - congratulations on your kit. i am not trying to hate on you in any way, i just really, really dont want to buy a kit and have to upgrade

[Asbjorn@ESS]

The new VT2 and VT3 is basically a Vortech V3Si powered CFR kit. They share most components minus the blower, blower bracket/belt drive system and blower intake system.

The new stages will be :

VT1-440 (non IC, but easily upgradeable to VT2/3)
VT2-500 (Size 1 FMIC, 6.5-7PSI)
VT2-550 (Size 2 FMIC, 8-8.5PSI)
VT3-650 (Size 2 FMIC, 14PSI, lowered compression pistons)
VT3-675 (Size 2 FMIC, 16PSI, lowered compression pistons + forged rods)

All kits share the same V3Si blower, cast aluminium manifold, custom molded blower intake etc and are easily upgradeable. We will also make a VT2 upgrade package for existing VT440/450 customers to convert to new VT system FMIC layout.

It is also possible to push the VT2-550 kit to more than 550HP with a pulley and software swap, but we do not recommend this on a stock engine and it is done entirely on the customers own risk.

This new kit design allows for a very lightweight kit with massive power potential out of the box at a very affordable price.

[GJGM3]

No worries on any of this stuff as my initial comment "dude..." was in jest.:hi:

See below for the rest...

guess i'm just too patient...
im not in a rush to spend more than 12k on something that i will want to upgrade within 5 years (edit: ever)

5 years? That's a long time. I've owned mine now for 4, and I'm pretty certain in 5 years I'll be doing something else. Heck, some think that we won't be walking Earth after 2012. LOL. I get your drift though.

my goal is to buy a kit and essentially be done with the car. i feel no need to rush into anything until i am convinced that i won't be in your position (just bought the 500 and already eagerly waiting for the 600)

Eh, those who know me, as ESS knows, knows that I bought the kit as a starting point. I had my car fully modded previously and removed all the stuff minus the suspension - but I did have csl headers/cats/ss-x pipe, eisenmann race and all that came off. Given the CFR500 is designed for stock exhaust, it was a great interim step. Also, given I've never had F/I before, I wasn't certain to what degree I'd want more.

I had my car on a dyno jet and it produced 420 RWHP and 314 RWTQ. That's plenty. I thought I'd upgrade with the pulley after I got the headers/cats installed for the 550. I knew about the CFR700, and I also knew about a rumored CFR575 before I pulled the trigger. So I went in eyes wide open. This kit right now, on pump gas, stock exhaust falls in between a VF Stg. I and II. Nothing compares to this blower from what I've been able to see.

I will be upgrading but it's all either pulley and tune for the 550, as originally planned, or simply unbolting the TM-20, trading it in (or selling it) for the TM-21. Either way, I would need to get another tune. Either way, I would need headers/cats. So, it's no big deal. I have no regrets whatsoever - just a quest for more or the so-called BOOOOOST BUG I was warned about. :craig:

as for the confusion - i am confused by the fact that i was under the impression that the cfr series were the highest power kits but have been hearing all about the different versions (new ones) of the vt that seem to have more power than the cfr you just bought.

As I understand it (certain ESS will correct me), no VT kit, or no Vortech is going to outpower the ASA blower running the same boost. The TM-21 can be upgraded with the same build as the VT450. At some point there will be the TM-24. There's also the CFR700 that's running around. That's not on stock internals either. Question on that is when? I'm about the here and now. I'm also fairly certain I won't be upgrading to that level of power. Also, why wait down the road when it's clear ESS' direction is upgradability to the existing kits.


no need to get mad at me:cry: i just am a little more reluctant to spend money on something that i will feel the need to upgrade immediately (sound like anyone you know?;))

What makes you think I'm "mad" at you? I don't blame you for doing your due diligence and being prudent with your dough. Really. You work for it - obviously spend it as you desire. I just wanted to point out the kit is upgradable as referenced above.

The way I see it, the TM-21 will have an output at the rear wheels of 500 to 550. and unmatched torque by any blower (comparitively to boost). That's plenty. I was thinking I'd want something more, but then when I see the issues with HPF on race/meth with their huge power output (TORQUE) unable to connect at low gears/speed, I'm thinking anything more (for me) won't be as manageable. Plenty of fellas like 600+ RWHP. I guess I'll just be less insane and keep mine to 500-550.[/quote]

furthermore... i didn't see any harm in suggesting one single comparison of all of their kits (and all of the different iterations of each), since neither of their two websites has the info readily available in one spot /
No, I agree with you. That's a really good point. I just recall your old threads and thought you were interested and wanted you to know it really is "ALL THAT". The 500 is very fast and of course if you already have race headers, and access to 93, then you can sport the 550. I get it though.

PS - congratulations on your kit. i am not trying to hate on you in any way, i just really, really dont want to buy a kit and have to upgrade

I take no offense at all. I wanted to as I said "in jest" to take the leap. My dyno sheet is out there, and comparison graphs to the others' torque curves illustrated for reference - I think it's really that good.

I can tell you're going about this in a very calculated way and I meant no offense other than to utter words of encouragement. My regrets for any misunderstandings! :hi:

[Matt Q]

This the most complete and informative ESS thread thusfar.. thanks guys very cool info.

I am in South Africa and we run 95 RON unleaded (Theoretically.. I personally think it's lower), how does this stack up and will you be able to tune for it?

I already run an AA stage 2 but it's always nice to know what else is out there.. would only look at the VT3-675 once available

[mikem7709]

Asbjorn, will the VT1 also come with the Si blower and will there be an allowance to trade in the S trim existing customers have against it ?

[monochrom3]

The new VT2 and VT3 is basically a Vortech V3Si powered CFR kit. They share most components minus the blower, blower bracket/belt drive system and blower intake system.

The new stages will be :

VT1-440 (non IC, but easily upgradeable to VT2/3)
VT2-500 (Size 1 FMIC, 6.5-7PSI)
VT2-550 (Size 2 FMIC, 8-8.5PSI)
VT3-650 (Size 2 FMIC, 14PSI, lowered compression pistons)
VT3-675 (Size 2 FMIC, 16PSI, lowered compression pistons + forged rods)

All kits share the same V3Si blower, cast aluminium manifold, custom molded blower intake etc and are easily upgradeable. We will also make a VT2 upgrade package for existing VT440/450 customers to convert to new VT system FMIC layout.

It is also possible to push the VT2-550 kit to more than 550HP with a pulley and software swap, but we do not recommend this on a stock engine and it is done entirely on the customers own risk.

This new kit design allows for a very lightweight kit with massive power potential out of the box at a very affordable price.

Just to clarify, I have the VT450 now... will I have to upgrade blowers to go to VT2?

[Asbjorn@ESS]

Just to clarify, I have the VT450 now... will I have to upgrade blowers to go to VT2?

No, all the VT440/450's shipped in the last 6-8 months should already have the uprated Si version impeller. Even the old S is good for 680HP so that is not really an issue either.

[Asbjorn@ESS]

Asbjorn, will the VT1 also come with the Si blower and will there be an allowance to trade in the S trim existing customers have against it ?

If they have an older S trim blower and want to upgrade we can do a trade. Keep in mind the S is good to 680HP so that one is quite capable to.

[ajhamz2]

If they have an older S trim blower and want to upgrade we can do a trade. Keep in mind the S is good to 680HP so that one is quite capable to.


I have a Vortech 2 SQ with my VT450. I thought that's what they come with.. not a VT 3? Can you elaborate?

[mikem7709]

I have a Vortech 2 SQ with my VT450. I thought that's what they come with.. not a VT 3? Can you elaborate?


I was a bit confused as well. I think I`m right in saying the V2 S trim was replaced by the V2 Si trim a few months back, so the last batch of VT440/450 kits probably came with the Si impeller.

Future kits will come with the V3 Si (internal oil feed) blower. Is that right AJ ?

The only difference between the V2 Si and V3 Si is the oil line.


Asbjorn, if its an option I may do that. I`ll speak to Anthony and see what he suggests, my S trim is maxxed at the minute so the ability to go to 16 PSI is apealing as well as the internal oil feed.

[ajhamz2]

I was a bit confused as well. I think I`m right in saying the V2 S trim was replaced by the V2 Si trim a few months back, so the last batch of VT440/450 kits probably came with the Si impeller.

Future kits will come with the V3 Si (internal oil feed) blower. Is that right AJ ?

The only difference between the V2 Si and V3 Si is the oil line.


Asbjorn, if its an option I may do that. I`ll speak to Anthony and see what he suggests, my S trim is maxxed at the minute so the ability to go to 16 PSI is apealing as well as the internal oil feed.

That makes sense.

[Asbjorn@ESS]

I was a bit confused as well. I think I`m right in saying the V2 S trim was replaced by the V2 Si trim a few months back, so the last batch of VT440/450 kits probably came with the Si impeller.

Future kits will come with the V3 Si (internal oil feed) blower. Is that right AJ ?

The only difference between the V2 Si and V3 Si is the oil line.


Asbjorn, if its an option I may do that. I`ll speak to Anthony and see what he suggests, my S trim is maxxed at the minute so the ability to go to 16 PSI is apealing as well as the internal oil feed.

You are correct, the last batch of V2's ran the new Si impeller. V2 and V3 is the same blower except for internal/external oil feed.

You can exchange your blower for a V3 Si if you desire, contact us or Anthony for a quote.

[mikem7709]

PM sent asbjorn. :)

[jd jd]

I was told by simpson that your upgrade kit for the V2 kit 450
Has a front mount intercooler noy a charge cooler.

Have you got a month it is due as i was having the same manifold as mikem but was advised to wait for your upgrade.

So how long till its avalible and is it coming with intercooler or charge cooler.

Thank you

[maxnathan]

I was told by simpson that your upgrade kit for the V2 kit 450
Has a front mount intercooler noy a charge cooler.

I was told last week that the manifold will be similar to the CFR series ( w/o charge cooler) with air cooling instead. The next VT stage 2 upgrade is due in Oct/Nov.:woot:

[jd jd]

The new VT2 and VT3 is basically a Vortech V3Si powered CFR kit. They share most components minus the blower, blower bracket/belt drive system and blower intake system.

The new stages will be :

VT1-440 (non IC, but easily upgradeable to VT2/3)
VT2-500 (Size 1 FMIC, 6.5-7PSI)
VT2-550 (Size 2 FMIC, 8-8.5PSI)
VT3-650 (Size 2 FMIC, 14PSI, lowered compression pistons)
VT3-675 (Size 2 FMIC, 16PSI, lowered compression pistons + forged rods)

All kits share the same V3Si blower, cast aluminium manifold, custom molded blower intake etc and are easily upgradeable. We will also make a VT2 upgrade package for existing VT440/450 customers to convert to new VT system FMIC layout.

It is also possible to push the VT2-550 kit to more than 550HP with a pulley and software swap, but we do not recommend this on a stock engine and it is done entirely on the customers own risk.

This new kit design allows for a very lightweight kit with massive power potential out of the box at a very affordable price.



Really good thread cant wait for the upgrade any ideas on cost supply and fit from lets say simpson motorsport

[mikem7709]

Thinking about whats needed I`d guess around £2-2.5k + a day`s fitting ? (this is just a guess).

[jd jd]

Hello mikem would the 500 and the 550 just be a case of different map and smaller pully to run 8,8.5psi,
As Ant said the kitt will be around 520 if my memory is right.

Cus i would like the 550kitt AS YOU DO,

[mikem7709]

Jd, this is AJ`s ealrier post, looks like the bigger (size 2) FMIC is needed to run 550.


The new VT2 and VT3 is basically a Vortech V3Si powered CFR kit. They share most components minus the blower, blower bracket/belt drive system and blower intake system.

The new stages will be :

VT1-440 (non IC, but easily upgradeable to VT2/3)
VT2-500 (Size 1 FMIC, 6.5-7PSI)
VT2-550 (Size 2 FMIC, 8-8.5PSI)
VT3-650 (Size 2 FMIC, 14PSI, lowered compression pistons)
VT3-675 (Size 2 FMIC, 16PSI, lowered compression pistons + forged rods)

All kits share the same V3Si blower, cast aluminium manifold, custom molded blower intake etc and are easily upgradeable. We will also make a VT2 upgrade package for existing VT440/450 customers to convert to new VT system FMIC layout.

It is also possible to push the VT2-550 kit to more than 550HP with a pulley and software swap, but we do not recommend this on a stock engine and it is done entirely on the customers own risk.

This new kit design allows for a very lightweight kit with massive power potential out of the box at a very affordable price.

[w69512]

I just wonder, what would the cruising fuel consumption be for VT450 kit compared to the standard engine? Many turbo-charged s54 claimed good mileage, almost stock-like during cruising since turbo-charged has less parasitic drag.

My experience with Dinan sc on my previous e36 indicated that I lost almost 14% of fuel economy during cruising compared to standard engine.

Thanks.

[Chris@ESS]

I just wonder, what would the cruising fuel consumption be for VT450 kit compared to the standard engine? Many turbo-charged s54 claimed good mileage, almost stock-like during cruising since turbo-charged has less parasitic drag.

My experience with Dinan sc on my previous e36 indicated that I lost almost 14% of fuel economy during cruising compared to standard engine.

Thanks.

It really depends on your driving habits. If you drive conservatively i.e. out of boost and in the vacuum a lot of the time, you'll actually get better gas mileage. However, under more loaded driving conditions i.e. anytime you're in boost, your consumption will increase on average. Typically expect a loss of 1-3 mpg pending on your driving style. I personally get about 24-30 mpg on the highway, and under more serious driving will see around 18-22 mpg...on the track, well, 6-9 mpg sounds about right. :rofl:

[jd jd]

When My car was standard when i take out the plugs they are all rusty brown,

Witch I was told a perfect running engine??? Taken my friends plugs out of his standard e46 m3 and they are the same rusty brown.

My car has been charged now for 8 months and every time I take out my plugs they are black and stink of petrol,,

So My question is are they OK and is this normal??

Of course my car has a different map but my fuel is not the best..

It is going back down to Simpson this weekend so would be great to seem like I know what I'm talking about,

Or could there be a boost leak?

Please reply with some of you knowledge

THANK YOU YOUR LOYAL CUSTOMER AND PLEASE HURRY UP WITH THE UPGRADE MY KITT IS THE 460

[maxnathan]

Why are you taking out your plugs m8? And why going back to Simpsons?

Sorry for being nosey:facepalm:

[Asbjorn@ESS]

The engine is now programmed to run considerably richer during WOT than stock and this is reflected in the color of the spark plugs.

[jd jd]

Why are you taking out your plugs m8? And why going back to Simpsons?

Sorry for being nosey:facepalm:

Rear chasis is splitting you nosey bugger ha ha

And It has dropped 2 coils in 8 months so I check all items

[monochrom3]

So, as we wait for the official release, I'm contemplating Stage 2 or 3.

Going stage 3 includes pistons and rods... how much "work" is involved to install, and does anything else have to be done to the engine? I'm no gearhead, so not sure what to expect for install difficulty and cost for stage 3 over stage 2. Thanks!

[Chris@ESS]

So, as we wait for the official release, I'm contemplating Stage 2 or 3.

Going stage 3 includes pistons and rods... how much "work" is involved to install, and does anything else have to be done to the engine? I'm no gearhead, so not sure what to expect for install difficulty and cost for stage 3 over stage 2. Thanks!

The rebuild is not a short process. The work is certainly meant to be done by a trained professional or person with equal technical ability. Typically a rebuild can take 25-35 hours pending on the level of understanding of the mechanic. Our installers here at ESS, knowing the S54 like the back of their hand, can do a full rebuild with supercharger install in about a day.

As we come closer to the official release, more information and specifics will come on pricing and installation. :)

[GJGM3]

Chris - is the new facility open?

[ROM3N]

Chris - is the new facility open?

No still under construction most likely will not be open to the public until October/November.

[GJGM3]

As I've said before if you have an open house I'd love to plan a business trip around that and meet you all! Thanks Roman!

BTW

A little crammed in there, but I like it just the same!

http://i19.photobucket.com/albums/b162/GJGM3/BMW%20Meets/IMG_7738-1.jpg

[monochrom3]

As I've said before if you have an open house I'd love to plan a business trip around that and meet you all! Thanks Roman!

BTW

A little crammed in there, but I like it just the same!



Nice! I got a silver one, and put it on my intake snorkel. I'll have to snap a pic.

[GJGM3]

I ended up with a few extras! It represents in more ways than one.

[azndrunk74]

As I've said before if you have an open house I'd love to plan a business trip around that and meet you all! Thanks Roman!

BTW

A little crammed in there, but I like it just the same!



i'd love to make a trip out there too...especially if there are stage 2 and 3 "try before you buy" cars we can play with :4ngie:

[GJGM3]

i'd love to make a trip out there too...especially if there are stage 2 and 3 "try before you buy" cars we can play with :4ngie:

I hear that! My target will be the same but with the TM21.

[monochrom3]

I'll actually be in Phoenix for the day tomorrow. Too bad it's just an "in and out" trip in the same day. Oh well... here's mine:

http://i124.photobucket.com/albums/p32/fmterway/Build/IMG_0650.jpg

[azndrunk74]

i put mine on the snorkel too!

http://i69.photobucket.com/albums/i50/azndrunk74/ESS_VT440/IMG_0330.jpg

[GJGM3]

I was going to do that but I just couldn't.

http://i19.photobucket.com/albums/b162/GJGM3/BMW%20Meets/IMG_7745-1.jpg

Beside, after you all go stage 2/3, it'll be redundant! LOL

http://i19.photobucket.com/albums/b162/GJGM3/BMW%20Meets/IMG_7748-1.jpg

[monochrom3]

Looking good fellas!

[GJGM3]

Nice work on the engine bays! I like them clean.

[ROM3N]

i'd love to make a trip out there too...especially if there are stage 2 and 3 "try before you buy" cars we can play with :4ngie:

The plan is to have a US stage 3 car here that customers can "try before you buy" :) we will also have custom chrome badges with our new logo soon I will send out to you guys once they are finished.
Our new VT stage 1 development is finished. Stage 2-3 development will be finished soon so hopefully you guys can have a happy holiday.

[monochrom3]

The plan is to have a US stage 3 car here that customers can "try before you buy" :) we will also have custom chrome badges with our new logo soon I will send out to you guys once they are finished.
Our new VT stage 1 development is finished. Stage 2-3 development will be finished soon so hopefully you guys can have a happy holiday.

Awesome, can't wait to see 'em (badges)!! Got any more teaser pics and/or video?

[GJGM3]

The plan is to have a US stage 3 car here that customers can "try before you buy" :) we will also have custom chrome badges with our new logo soon I will send out to you guys once they are finished.
Our new VT stage 1 development is finished. Stage 2-3 development will be finished soon so hopefully you guys can have a happy holiday.

EXCELLENT! I want mine properly badged. Thanks Roman!

[ROM3N]

Awesome, can't wait to see 'em (badges)!! Got any more teaser pics and/or video?

Working on getting you guys some pics of the new system. Soon as I can I will post em up. We are waiting on a few production pieces to be made so you can see how the finished product will look.

[Azn_homer]

I will be driving my mine VT450 M3 in 22 days! Patiently waiting for VT 500:pimpin:

[mikem7709]

Look forward to seeing the badges guys.

Anyone looking at building your engine, if your not too far from ESS`s facilities, I`d highly recommend taking your car there and letting then do everything, the S54 `s tolerances are very tight.

One thing`s for sure, anyone driving the shop stage 3 will be blown away, overtaking grunt in 3rd from 5-8K rpm is unbeleivable, it really is enough to take your passengers breath away. I had a friend in the car at the weekend, cruising along in 5th at about 70 mph, I dropped to 4th to overtake 1 car and as we pulled alongside with the throttle pinned, I decided there was enough space to overtake the 3 other cars in front of it, so dropped to 3rd and let it rip all the way to the limiter. My passenger was stunned and squirming in the seat, all in a straight line. Strange how the words "jesus F****** Christ !!" sound funny through gritted teeth. :rofl:

[GJGM3]

That's my goal, TM21 with the build. I also aspire to the CFR700, but that's further down the road for a build. I love boooost and TORQUE!

I've found a local shop with a BMW master technician and factory instructor who is capable and willing to undertake the project.

[mikem7709]

That's my goal, TM21 with the build. I also aspire to the CFR700, but that's further down the road for a build. I love boooost and TORQUE!

I've found a local shop with a BMW master technician and factory instructor who is capable and willing to undertake the project.



It`ll be a beast G, the built TM21 we have here is slightly down on HP but slightly up on Torque compared to mine, it weighs about ~700 lbs less (I think this is the biggest advantage) than me being a CSL `tho and apparently is quicker than his friends 430 Scud. :yikes:

[Chris@ESS]

That's my goal, TM21 with the build. I also aspire to the CFR700, but that's further down the road for a build. I love boooost and TORQUE!

I've found a local shop with a BMW master technician and factory instructor who is capable and willing to undertake the project.

:4ngie: Car looks great Gerard!

[jd jd]

hurry up with the upgrade.

what month will this be avlible in the uk SIMPSON.

As I have been waiting for ages??????

Please can you post price and month.

Many thanks a very happy ESS customer,

PS just hurry up ha ha

[ROM3N]

hurry up with the upgrade.

what month will this be avlible in the uk SIMPSON.

As I have been waiting for ages??????

Please can you post price and month.

Many thanks a very happy ESS customer,

PS just hurry up ha ha

Stage 1 and 2 of our new VT series are finished and have gone to production. Production takes about 10-12 weeks. Stage 3 is still in testing and once finished will be available at the same time stage 1 and 2 are. It will be worth the wait as the new VT series is extremely good :)

[maxnathan]

Santa Claus is coming to town......:woot:

[azndrunk74]

Stage 1 and 2 of our new VT series are finished and have gone to production. Production takes about 10-12 weeks. Stage 3 is still in testing and once finished will be available at the same time stage 1 and 2 are. It will be worth the wait as the new VT series is extremely good :)

ooooooo can't wait. any dyno #'s for stage 2? :)

[Ultim8-One]

ooooooo can't wait. any dyno #'s for stage 2? :)

www.essprojectcars.com

[azndrunk74]

www.essprojectcars.com

I know about the site. Hoping to see updated numbers for their VT2-500 and VT2-550 kits.

[ROM3N]

I know about the site. Hoping to see updated numbers for their VT2-500 and VT2-550 kits.


We will post some stage 1 numbers soon.

[parad0x]

We will post some stage 1 numbers soon.



saw your guys posted dyno plot of this dyno graph below, it shows as 7.5 psi roughly but the advertised PSI vt2 550 is 8 - 8.5. So is there a more up to date dyno graph, or is this actaul a 8.5psi run but an error in the image?
http://site.essprojectcars.com/images/vt-stage-2_sd3t.jpg

[ROM3N]

saw your guys posted dyno plot of this dyno graph below, it shows as 7.5 psi roughly but the advertised PSI vt2 550 is 8 - 8.5. So is there a more up to date dyno graph, or is this actaul a 8.5psi run but an error in the image?
http://site.essprojectcars.com/images/vt-stage-2_sd3t.jpg

We have yet to release any official dyno numbers for the new VT series. Any dynos that have been posted to date have been during testing and R&D.

[M3_Jaydee]

Good thread! :)

[eurotekm3]

any pics of E60 M5 project ?

[ROM3N]

any pics of E60 M5 project ?

Not yet :)

[Azn_homer]

Where is the Stage II kit? I got spanked by a vette last night :(

[azndrunk74]

Where is the Stage II kit? I got spanked by a vette last night :(

damn, was it a C5 or C6 vette?

[sheefo2k]

Does Todd still work at ESS?

[GJGM3]

damn, was it a C5 or C6 vette?

A C5 would have to be modded; a Z06 would spank the VT450 at your stage. You'll need at least 500 to be on par.

[Azn_homer]

damn, was it a C5 or C6 vette?

:( C6 with exhaust and bolt on parts.

[monochrom3]

I'm heading to AZ for work in a couple weeks. I'll go knock on the door :-)