ESS CFR500 installation process, at BMS

This is the chronicle of my Z4 M Coupe's ESS CFR500 installation. The installation was done at BMS. Because of some modifications to the kit, it was not quite a typical installation.

Because the dual purpose of my MC is that of track/street car, weight is of significant concern to me. One of the reasons I had not previously considered forced induction is because most factory and aftermarket kits add between 75 and 150lbs to the car! Unacceptable, especially considering this weight is going on the nose of the car. ESS's kit was reported to weigh in at a net gain of only 15lbs I found out later that this number came from a translation error where one party was using kg and the other lbs. Regardless, it's still a very light kit, weighing in at a net gain of only 55lbs As you will see later on in this thread, BMS took nearly 8 additional lbs off by fabricating some custom parts. So net gain on my car is 46.32lbs

The build quality of the ESS kit is good overall. One possible gripe could be that many components are heavier than they need to be - but this is because they are overbuilt to a point that makes Russian tanks look dainty. I cannot imagine any component on this kit failing...unless politicians are used. Another possible gripe is that some components of the kit aren't finished to a high aesthetic quality. The intake manifold, for example, is rough-cast and powerdercoated black to cover surface flaws. It is very much unlike manifolds you might see on the show circuit, polished to a mirror finish and mounted to a car with LCDs in place of its mirrors. Personally I can accept the function-over-form style. It suits the car.

Installation was not too bad, but I don't think is fairly described as a DIY project. At one point it is necessary to lift the engine with a jack (and wooden black) to get a bolt to clear. And because you have to be above and below the car a lot a lift is almost a necessity. Sure, you could do this whole job in your garage, but it would be a PITA compared to doing it in a shop. To each his own. The instructions could certainly be better. The kit comes with a data DVD that includes written instructions and a lot of photos of an E46 M3 installation...with a few Z4 MC installation pics too. But they are not indexed in any way to the instructions and don't show you everything you may want to see. Not a disaster or anything, but not ideal. Hans at ESS is very good about returning emails in a timely manner. The only downside to this is the delay due to the time zone difference between working hours here in CA and in Norway. But every email I sent was replied to within 24 hours

The best part of the kit is, of course, the performance! The car hauls a$$! What did you expect But this isn't what makes the CFR500 a great kit. It's great because of HOW the power comes on. At very low revs the power is similar to stock, then the pressure builds quickly and smoothly. It's easy to modulate and free of sudden power spikes that could upset the car's balance when exiting a turn (unlike turbo kits). Basically, the power curve is like stock...with a ramjet effect as revs climb. The throttle response is just like stock too Perhaps surprisingly, traction is not an issue. As most of you know I run r-comps, but even with street tires getting traction for a launch isn't hard (ask Roman). This power is going to be 100% usable at the track

I will add dyno data to this thread when I get it. I'll also take vids as soon as I can.

In the mean time, here are my pics from the installation. Remember, because of the modifications BMS did the sequence of installation is a bit different than the ESS instructions.


Thursday, 1-22-09.
Delivery! After several delays due to a supplier and then US customs, the CFR500 kit arrived at my house.




I laid out everything (except the blower pulley because it was hiding under some bubble wrap) and then proceeded to weigh each piece:


Then I re-packaged everything and took the kit down to BMS.


The car was already there, as I had dropped her off previously and Chris had pulled the DME and shipped it to Todd in AZ for flashing.

Friday, 1-23-09
Early morning at BMS, before anyone else (but Chris) had arrived:


Scatha was ready to go:


Chris had everything laid out:


For some reason this end of the intercooler pipe was flattened slightly. I don't know if this was by design or if it happened during shipping.


Scatha's S54, stock for the last time:

Teardown
Chris began by removing the radiator covers:


Then the undertray:


Scatha, sans undertray:




I noticed that my RPI skid plates had been doing their job:


Removing parts of the fender liners:


Bumperless:




Removing the strut tower braces:


Lenny (MFIZZLENYC), BMS's "unpaid intern" is helping:


Removing the stock intake:




Next came the intake manifold and related hoses:






Naked!

1-23-09, continued...
The instructions, printed out:


Test-fitting the ESS intake manifold, inspecting hose and bolt-up points, etc.






Removing the stock oil cooler:




Cutting notches in the plastic for the intercooler pipes:


Checking the fit:




Mounting the intercooler:


Some extra parts But seriously, why does everything coming out of Scandanavia have to be assembled with allen head bolts?


Intake manifold outlets:

Monday, 1-26-09
Tiamat came in to check on her baby sister:


Removing the stock belt:


A closeup of one of the new injectors:


The intercooler, bolted up:


Fitting the supercharger bracket:


This is the bolt that requires the engine to be lifted slightly:






Chris, using a transmission jack and wood block to lift the engine:


Lenny, Bob (ImZ4N) and Allistair, supervising:


Mad props to Bob for babysitting Allistair for me so I could be at BMS to photograph the whole process!

Finishing installation of the bracket:








Fitting the bolts and spacers for the supercharger:

1-26, continued...
Installing the supercharger:














The pulleys, beltless:


Removing the injectors, which requires removing the fuel rail, injector harness and balance tube:








Carefully aligning the connector pics so they don't break:


Cleaning...always cleaning...


Removing the oil hoses and connector:








More cleaning:

1-26, continued...
Installing the new the injectors:






Re-mounting the fuel rail, injector harness and balance tube:
















This thing needed to be plugged:


Plugged:


Installing the supercharger clutch and pulley:






Chris did not agree with ESS's orientation of the oil cooler. In BMS's opinion you should never mount an oil cooler with the fittings at the bottom because oil drains/pushes out after shutoff and the resulting air pocket reduces lubrication at startup. Here is Chris studying options for hanging the ESS oil cooler:

1-26, continued...
Chris, test-fitting the intercooler pipes:


Installing the oil line for the supercharger:










Lenny forced me to take this shot, of the "sexy end" of the supercharger:


Mounting the intake tubing:




Removing the power steering hoses and reservoir for relocation:

Wednesday, 1-28-09
Chris needed to get some other jobs finished, so no work was done on the CFR500 on Tuesday. Back on it first thing Wednesday morning...

Friday was basically a teardown day. Monday was an installation day. Today begins fabrication.

The ESS oil lines are rated at 5000psi! Chris figured we could lose some weight by making our own lines, while still staying safely over the limit of pressure the lines will ever see. So I had to run out and get some fittings. You're all probably aware of the standard blue/red anodized fitting. I opted for nickle, as I thought it better suited Scatha's color theme of various silvers.


Re-mounting the intake manifold, in preparation to fabricate our own intercooler and intake pipes:


The bypass valve was removed as we were expecting the correct red one to arrive from Vortech, and to protect the blue one before shipping it back to ESS.


One issue was the clearance between the ESS intercooler pipes and the larger-than-stock Ground Control sway bar. Luckily, all we would have to do is trim part of the GC bracket. Here is Chris, checking clearances:






The GC bracket, trimmed:


Tightening the intake tube to its final position:




A closeup of the RPI intake scoop. You can see, although it's a bit blurry, the hole that feeds into the stock intake - and now blows cold air over the new filter:


This is how we roll at BMS (or at least Lenny). Note the couture! Bling baby


Feeding in the new belt:


The belt, installed:




Installing the downtube:




Installing the large intercooler pipe:


Finalizing pipe locations:

1-28-09, continued...
Discussing pipe fabrication with Steve, our fabricator:


Checking angles:


Closeup of the new oil fittings:


ESS's oil line - VERY strong!


A new oil line adapter, from VAC Motorsports:


The new dipstick, installed but not yet attached to the intake manifold:

Thursday, 1-29-09
The un-powdercoated intake manifold that I had originally ordered arrived:


Some basic pics of it in the engine bay:






A new problem emerges...clearance between the manifold and the BMW strut bar:


Chris and Steve, back to work with pipe fabrication:




Test fitting the new aluminum bends:




Checking angles and length:


Trimming:


Cleaning up the edge of a bend. Interestingly, Steve would kick off the power to the sander after every pass and let the sander slow down on the pipe before removing it. He told me that aluminum changes molecularly if it gets too hot, so you want to sand slower at the end of a pass to keep the metal pure. I didn't know this.


More test fitting:


Tacking one bend to the straight section:


Checking fitment:


Tacking the other bend:


Checking fitment again:


Checking fitment of the undertray:


Beading the welds:


The finished intercooler pipe:

1-29, continued...
Cutting a bend for the intake pipe:


The finished intake pipe:


Chris didn't want to block access to the oil line fittings by placing the power steering reservoir over them, so he decided to remove this tab from ESS's bracket (less weight, less obstruction) and locate the reservoir elsewhere (see below...):


See the crimp in the BMW power steering line? This holds in a restrictor valve that determines the boost of the power steering. It MUST be spliced back into the new power steering hoses, or else the steering feel will change. Chris made new lines, partly to save weight, partly due to relocating the reservoir to a different spot than ESS.


This is what the intercooler looked like straight from ESS:


I took a Scotch Bright pad to it and gave it a satin finish to match the new pipes:


From the front:


Installing the new intake pipe to the manifold:






Installing the intercooler pipe:




The intercooler pipe and satin-finish intercooler:




We decided not to build a replacement downpipe (for now) as it is more complicated than the other pipes and we wanted to get the car moving asap. So here is the stainless steel ESS downpipe installed with BMS's aluminum pipes:








This is another clearance issue, because my BMS oil filter cover is taller than the stock one. But this is enough space to keep them from rubbing. Although it necessitated spacing the strut brace up a little to clear the top of the intake (see below...):

Finishing installation of the intake hoses (still waiting on the red bypass valve):


A low-angle shot:


Attaching the filter tube:


Another problem, sort of. The filter tube is 3" in diameter, and the K&N filter that come with the kit is 3.5" in diameter. I didn't know that there is a supplied rubber spacer (actually just a piece of cut hose that mostly fills the gap) so I searched through K&N's online catalog to find one that would fit better. However there is NO K&N filter that fits the space AND has a 3" diameter So this is why ESS sent the filter and spacer (spacer not shown because I had not yet called Roman, who told me about it).

1-29, continued...
Oil line fittings, attached to the VAC adapter:




Chris, making new hoses:




It hadn't occurred to me that there would be specialized wrenches for anodized fittings, but of course it makes sense to use a wrench made of material that isn't harder than the fittings. This way you don't harm the finish of the fittings.


Attaching the line ends to the adapter fittings:


Removing the RPI scoop to access the radiator support:


Cutting a hole for the oil lines:


Deburring the hole:




Checking the length:


Cutting a hose to length:


Feeding the hoses through the hole:




Cutting the other one:


Scatha, waiting:

1-29, continued...
Attaching the other fittings:


Attaching the lines:








The finished ends on the oil cooler side:


Oil lines attached, Chris contemplating how to mount the oil cooler:

Friday, 1-30-09
Drilling holes in the radiator support tubes to mount the oil cooler:


The brackets we chose, saving 1.6lbs:


The oil cooler, mounted:


If you look closely you can see how the oil lines pass from the front of the car to the engine bay:


Side shot:


The RPI scoop, reinstalled with plenty of clearance:




The front of the car, showing the intercooler and oil cooler:


This is another K&N filter that I bought. It is for a 3" diameter tube and fits the space nicely, but unfortunately doesn't allow the hood to close (by 1/2 an inch). We ended up pulling a Dinan air filter off BMS's shelf (see below...). Note: This was, again, before I thought to call Roman and ask him about the ESS-supplied filter.


The red bypass valve arrived:


Installing:


I zip-tied this plastic tube to secure it from rubbing on the filter:




This is one of my Dinan supplemental strut tower braces, with a bracket fabricated by Steve to hold the power steering reservoir:


Chris, reinstalling the front bumper:


And the radiator cover:




Steve, grinding the stock power steering reservoir clamp to separate the layers:


Separating the layers:

1-30, continued...
A shot of the intercooler through the bumper:


And from underneath:


Bob, stopping by to inspect the progress:


Steve, welding the power steering reservoir clamp to part of the bracketry he fabricated:


Scatha, waiting:


Steve, with the finished reservoir bracket:


The reservoir, installed in its new location:








Installing the new power steering lines that Chris made, keeping the stock restrictor:








Hooking up the power steering lines to the pump:




Finished:

1-30, continued...
I liked this shot of Scatha, although it has no instructional value:


Chris wanted to make his own air temp sensor harness, just to make it look a bit more OEM. I didn't really care, so what the hell




Bob, helping out with the soldering:




Heat shrinking the solder joints:




And another heat shrink sleeve to cover all the wires:


Installed:


This i as far as I could move the intake down without it hitting the oil filter cover. Still not enough clearance. Later I'll use washers to jack up the height of the OEM strut tower brace.


Scatha, with CFR500 kit installed:


But it won't fire, and Cars&Coffee is tomorrow morning

Chris, hooking up the auto logic:


We tried aligning the DME, but kept getting this error despite all efforts:


Hoping for a miracle I drove over to EAS at 6:30pm (yes, both shops tend to work late) and asked Tom if he could help. He grabbed his Autologic (which has a few more updates than BMS's) and a power supply (to keep voltage perfectly even during operations) and came back to BMS with me. Here he is trying to fix the problem:






But to no avail:


So ends the work week. No C&C for me, and after discussing the problem with ESS I shipped the DME off to AZ for reprogramming.

Wednesday, 2-4-09
We received the DME at 8am and put it in the car. Unfortunately we got the same error. AJ had previously emailed me stating that he didn't think an Autogic could align EWS on the MSV70, but that a GT1 can. So I went over to Bullet Performance and they were nice enough to let me borrow theirs. Here is a pic of Brent Strom (you might know him from BMWCCA club racing) posing by the GT1. You know how drivers are


Unfortunately Bullet Performance's GT1 is not updated for the newest BMWs, and thus we were not successful.

I left Scatha like this:


Tom from EAS said he'd go back over and try again with his Autologic after the most recent update came in from Germany. But again he got the same EWS alignment error. He wrote to Autologic and sent them my car's file, hoping to have a solution back within 24 hours.

Thursday, 2-5-09
No luck with Autologic coming up with a solution, and with only 2 days to go until an important track event we went for a hail Mary and called a contact of Chris's at Crevier. Yes, I took my car to Crevier, that's how desperate I was to get it moving! Anyway, Todd was awesome and was willing to squeeze the car in between other jobs. So I had Scatha flatbedded over:


Here she is, waiting for a push into the shop:


Using this cool little tow hand truck and her tow hook they were able to push Scatha the easy way:


Into the shop:




NT-01 footprints:


She got to park under a gorgeous E39 M5, a 2003 with only 17k miles and as clean as if it were still on the showroom floor:




Todd assigned Scatha to master mechanic Mike and he allowed me to stay with the car because it had not yet been fired with the supercharger and there is a specific break-in procedure - should it fire.

An OBD2 transmitter that works with both GT1 and ISSS computers:


Mike and Todd, wondering what they and gotten themselves into:


After about an hour and half of testing, clearing codes, reprogramming the EWS and more testing we ended up back where we began. Except now we knew for sure that the problem lay with the DME, presumably with the programming:




So back on another flatbed, to be taken back to BMS:




This now ensured that there was no way that Scatha would see Willow on Saturday, which particularly sucked because I had already arranged for several other Z owners to participate in the HPDE and was planning on instructing them during my runs in Scatha.

The DME was pulled and shipped back to ESS, for the third time.

Tuesday, 2-10-09
We got the DME back from ESS. This time AJ started with my Z4's base file instead of using their standard file (which had not been a problem before). I didn't expect this to work, but low and behold we were able to align the EWS with BMS's Autologic!


The DME, covered up for good!


Scatha fired right up, and we let her idle for about 10 minutes. Then I took her around the block a few times, keeping the revs low. The SES light came on, but there were no other problems

The SES code was vacume related and most likely due to this vacume hose being left open:


The ESS instructions were somewhat unclear as to where it goes, so Chris decided to mimic the stock vent routing by T-ing it into this vent tube. Herm did the installation:








I drove it around again and no SES light came on ...although it has since reappeared twice, under no specific circumstance. We are currently re-evaluating the vent tube location.

Here is a shot prior to re-installing the undertray, showing how far the BMS intercooler pipe hangs below the sway bar (dimensions are changed slightly from the ESS pipe):


One last finishing touch was replacing the ESS dipstick tube bracket with one made by Herm, because we had to shift the dipstick slightly because of the oil lines:


So she's all done and running strong

Weight Reduction
As you can tell from Scatha's license plate (BMS CSL) and my other mods (full list at www.mymcoupe.com), I put a high value on weight reduction. So I gave Chris permission to treat Scatha's CFR500 conversion as if it were going on one of the many race cars he's built. It was for this reason, and nothing to do with build quality, that we replaced certain ESS components. Any Z4M owner can buy a CFR500 and install it with no qualitative problems.

Here is a breakdown of weights. First, components of the ESS kit were weighed (the first number is pounds, the second is in grams):
Main intake tubing/hose: 2.50, 1135
Supercharger oil line: 0.17, 75
Bumpy hose: 0.39, 175
Metal clamp: 0.52, 240
Bumpy hose and dipstick: 1.52, 690
Short hose: 0.53, 240
Plastic hose: 0.08, 35
Spiral-look hose (power steering?): 0.40, 180
Injectors: 0.49, 220
Air filter and rubber gasket: 0.73, 330
Blower bracket: 3.13, 1420
Hose clamps: 2.93, 1330
Large intercooler pipe: 5.12, 2320 (without rubber)
Intake pipe: 2.37, 1075 (985 without rubber)
Curved intercooler pipe: 2.77, 1255 (with rubber)
Oil cooler (with hoses and bracket): 9.50, 4310
Oil hoses and fittings: 2.80, 1270
Long oil cooler hose: 1.20, 545
Short oil cooler hose: 0.92, 415
Oil hose adaptor with fittings: 0.69, 315
Oil cooler bracket: 1.72, 780
Blower belt: 0.61, 275
Pulley: 1.19, 540
Intercooler: 14.8 (with rubber connectors)
Blower: 15.9
Intake manifold (with attachment points and bypass valve): 11.9
Bypass valve: 1.07, 485
(Fuel injectors weigh exactly the same)
Total parts' weight: 77.55lbs

These are ESS parts that were removed:
Tab cut off steel bracket: 0.09, 40
Metal intercooler pipe clamp: 0.52, 240
Total parts' weight removed: -0.61lbs (280)

These are ESS parts that were replaced (and the resulting weight loss):
Oil cooler bracket: 1.72, 780 (-730)
Oil block fittings: 0.24, 110 (for 2) (-20)
Oil hoses and fittings: 2.73, 1240
Long oil cooler hose: 1.20, 545 (-150)
Short oil cooler hose: 0.92, 415 (-145)
Oil hose adaptor with fittings: 0.69, 315 (-225)
Large intercooler pipe: 5.12, 2320 (-1570)
Intake pipe: 2.37, 1075 (985 without rubber) (-610)
PS replacement hoses: 1.00, 455 (-0)
Air recirc hose: 0.20, 90 (-10)
Dipstick bracket: 0.02, 10 (appx.) (-0)
Total parts' weight removed: -7.63lbs (3460)

The weights of all the stock components that were removed:
Intake manifold: 9.27, 4205
Intake clamps: 0.13, 60
Intake system, with filter: 4.99, 2265
Oil cooler: 5.12, 2345
PS reservior bracket: 0.47, 215
Oil hard lines: 0.77, 350
Dipstick: 0.69, 315
Tensioner: 0.84, 380
Belt: 0.26, 120
Hose bracket: 0.1, 45
Wire connector: 0.06, 25
Misc cut brackets: 0.24, 110
TOTAL parts' weight: -23.00lbs (10,435)

And lastly we add the BMS parts:
Oil block fittings: 0.20, 90 (appx.)
Oil cooler bracketry: 0.1, 45
Longer oil cooler hose: 0.87, 395 (-150 vs. ESS)
Short oil cooler hose: 0.60, 270 (-145 vs. ESS)
Oil hose details:
Block oil fittings: 0.20, 90
Oil hose fittings: 0.74, 335
500psi oil hose (more than what was used): 1.14, 515
Large intercooler pipe: 1.65, 750
Intake pipe: 0.83, 375
Air recirc hose: 0.18, 80
Power steering hoses: not weighed, appx. same as ESS
Power steering reservoir bracket: , 80 (appx.)
Dipstick bracket: 0.02, 10 (appx.)
Vacume hose and T: 0.06, 25 (appx.)


TOTAL weight added to Scatha: 46.32lbs

Props
There are many people to thank for making this project happen:

BMS, obviously, for putting it all together and customizing the kit to the exact purpose of the car. Chris, Herm, Steve, thanks for your professionalism and expediency. You had the job done exactly on time, apart from the DME programming which was out of your hands.
www.bmstuning.com

ESS, for building one hell of a supercharger kit. Even if they made some parts over-sturdy, it's still a VERY light kit and sure as hell isn't going to have any durability problems. The DME programming issues were admittedly bizarre (being unique to my car), and I hope that knowledge gained from my experiences will prevent it from happening to future ESS customers. Through it all AJ, Hans, Todd and Roman were exceedingly quick to correct any mistake and make things right as soon as humanly possible.
www.esstuning.com

Bob (IMZ4N), my designated babysitter, without whom I simply would never have been able to take all the pics during the conversion process.

Tom, from EAS, who went out of his way to try to help us isolate the DME/EWS problem. He's always been extraordinarily helpful in matters electronic!
www.europeanautosource.com

Todd and Mike, from Crevier, who responded to the time-sensitive nature of my predicament. And while they were unable to fix the car, their diagnosis helped AJ determine how to re-write the DME.

Reid Washbon Racing, of Newport Beach, was our connection for the aluminum pipe and bends used for the intercooler pipes. They are also well known as a supplier of headers and exhaust equipment for Porche's 962 Le Mans-winning prototype racers.
www.reidwashbonracing.com

J2 Precision Hose, of Anaheim, was our source for the oil line fittings. They were very responsive to our needs, able to get the unusual nickle-plated fittings same-day.
www.j2precisionhose.com

McKenzie's, where I got a set of AN wrenches for the oil lines and the other K&N filter which they let me return no-questions-asked. Also a good source for rubber elbow joints, had we needed some, and a huge assortment of off-road-specific race components.
www.mckenzies.com

Mickey, at Bullet Performance, who was kind enough to lend us their GT1 to try to align the EWS.
www.bulletmotorworks.com

Lenny (MFIZZLENYC), who apart from lending his comedic and fashion skills to the shop was also our designated light holder - keeping my hands free to work the camera.

And my wife, who is watching the baby on Valentine's day so I can get this all posted

Great photolog. The install and setup looks top shelf.

Congrats and thanks for sharing the photos and giving commentary so we know what we are seeing.

..

That vacuum tube is the brake booster I believe. Supposed to plug into the intake side of the supercharger. You should be getting a code for a defective BB but no ses light.