ESS VT2-500 Supercharger Kit Installed! Impressions, pictures, video.

ZStig · 07-27-2011, 09:56 PM

I'll measure my [bolt] tomorrow

Beedub · 07-28-2011, 02:37 AM

iphone, tom, what we should do RE the BPV nuts is count the remaining threads......

83-85mm is where you should be!!!! sooo back to the drawing board, it can now only be BPV, or boost leak on the I/C pipework, my BPV seems to be tightened all the way down?? maybe we should contact the manufacturers (vortech) and ask them directly what adjustment this nut allows?? since you guys are in the state, can anyone call them and ask maybe??

5psi is simply not correct... even when you get this sorted run your boost gauge once a week as these clips loosen off significantly....

im watching with great intrest right now....

iPhoneEngineer · 07-28-2011, 01:45 PM

Third run to be done soon. Car is only putting down a bit over 350RWHP despite at least 6PSI. Substantial dip and disruption in the dyno at 5,800, looks like a computer/tune issue where timing is being pulled.

Beedub · 07-28-2011, 03:50 PM

tom, iphone, my bpv screw is showing 11 threads......... counted from the end going towards the BPV unit..... im guessing thats all the way down....

ZStig · 07-28-2011, 03:51 PM

Mine's 10, so yeah, about the same

Beedub · 07-28-2011, 03:57 PM

Quote:

Originally Posted by iPhoneEngineer

Third run to be done soon. Car is only putting down a bit over 350RWHP despite at least 6PSI. Substantial dip and disruption in the dyno at 5,800, looks like a computer/tune issue where timing is being pulled.

so your now seeing 6 + psi??? what did they do as we clearly see 5psi on your gauge??

lucking forward to Ess's response now as youve pretty much done all you can now, im hoping they step in and really get your car sorted..... are you heavily in touch will these guys @ ess and your issues??

looking forward to a detailed summary of your day.... 350rwhp is like 100whp down...... and if your saying your @ 6psi, theirs a serious prob because 1psi wont net you 100whp..... in for the details!!! Something is staring us all in the face and were missing it???

byron

iPhoneEngineer · 07-28-2011, 05:13 PM

I'm surprised at the boost figures too--nothing changed--so either one of the gauges is inaccurate or the "max boost" figure the dyno shows is higher than realistic as it's just catching temporary overboost, for example at the end of the run.

The below dyno is downright scary. 100WHP down, sure, but the DME is obviously pulling timing or otherwise backing off substantially just over 6kRPM, and the boost graph is just totally nuts. Obviously AFR is too rich as well. Does anyone have a clean dyno of a VT2-500 including boost?

EDIT: I just noticed the dyno exceeds 8kRPM. I explicitly asked for my tune to have a stock redline, so that really pisses me off...sure a reflash could probably fix it, but I expect such specific instructions to be carefully referenced when crafting a tune to apply to a customer's DME.
EDIT2: Sure enough, if you scrutinize the boost curves and the "Max boost" figure, run two exceeded 7PSI only because of a random, brief boost spike at the end of the run. So I doubt those are accurate figures since the boost level is swinging so wildly at higher RPM. The mechanical gauge smooths some of that out and definitively read less than 6PSI on every run.

Beedub · 07-29-2011, 02:48 AM

iphone im now lost for words but everyone needs to realise a brief spike to 7psi isnt a proper smooth arc past or to this boost within the rev range.... i see your redline is @ 8150 rpm.... not to much of an issue, just change @ the anmber light on the tacho, i do echo what your saying, you expect wishes to be upheld when your spending this type of money...

my observations ;

your AFR is WAY WAY out, the lowest i see is 11.3 ish and in the higher gear s@ wot i see like 12.0s, anything under 11.0 their is a tune problem or something throwing this out. What on gods earth happens @ 6k rpm, that must feel terrible.

look at this graph, very smooth and look @ the power climb ;-) and look @ the redline also ;-)

http://www.esstuning.com/productimag...urrent_image=4

youve done what Ess have asked now and i feel they will/should step in to help now....

what stage are you @ with ESS?? where do we go from here?? did you do a motor healthcheck, leakdown tests ect ect?? i did even tho i placed this kit/s on my sub 7k mile car...

your boost imo seems to be low....mine SPIKES to like 8.75psi but in Rev band gets to around 8psi, the spike does nothing for power as its simply the boost peaking as the engine bounces the redline.

terrible terrible dyno plot.... im absolutly praying this gets sorted ASAP!!!! Lots of potential customers will be watching this and i feel ess need to know take control and get this car sorted properly for its owner.

iPhoneEngineer · 07-29-2011, 11:07 AM

Lol yeah, that exact dyno was in my dreams when I ordered the kit--and note it's for the US-spec exhaust, and I have catless headers which should add a healthy amount.

I have not done leakdown tests as I figured they shouldn't be necessary for a 36k mile motor. I see how it fits your style, though :-P. Realistically, the sharp drop-off seen in the dyno could not be caused by poor cylinder compression, by the limits of my imagination anyway.

I sent ESS the drf files early afternoon yesterday as requested and am awaiting a reply with preliminary suspected diagnosis...

iPhoneEngineer · 07-29-2011, 11:21 AM

I also discovered, and yesterday evening sent to ESS, that some "Readiness" codes are set. This does NOT produce an SES light and as far as I know is only relevant for passing emissions inspections. I'm awaiting confirmation from them that these are normal codes for anyone with catless headers and a tune.

Beedub · 07-29-2011, 11:24 AM

im REALLY watching these threads with great interest..... looking @ your dyno i see a boost problem and imo tune issues!!!!!!!!

i

iPhoneEngineer · 07-29-2011, 11:52 AM

ESS agrees with my suspicion that it is actually the dyno, not the car, that is causing the wild boost fluctuations. They just don't seem physically possible unless the BPV were constantly fluttering open and closed, which doesn't seem to be the case audibly or with the mechanical boost gauge.

They suspect there is a boost leak that gets substantially worse around 6kRPM, combined with a screwed up adaptive tune from the original, incorrect crankshaft pulley/boost leaks. Action to be taken: bring the car back in to Alekshop for a system overview and adaptation reset. I will have the new, longer IC pipe coupler discovered by Roffle Waffle (eBay-retailed HPS product) installed as well.

ZStig · 07-29-2011, 12:17 PM

I may have an issue with a screwed up adaptive tune also, since I was running a large boost leak initially at that coupler... hmmm. Let me know what they do to re-set the adaptation, as I'd like to try that too

Beedub · 07-29-2011, 12:22 PM

mmmmm interesting, so screw up adaption, mean the car now now adapted to the way it ran before?? so for example, the car go used to a bad pulley and tried to make a way around it?? makes sense i suppose.......

the only problem i think resetting the adaptions is an ecu out job??? i remember my shop actually physically removed my ecu to load on the tune and reset adaptions, this was done onsite and not sent to ESS.

Beedub · 07-29-2011, 05:15 PM

any updates on your issues??

iPhoneEngineer · 07-29-2011, 06:37 PM

Quote:

Originally Posted by Beedub

any updates on your issues??

No, Roman is working with his engineers to figure out of my Direct Flash unit is capable of all that will be necessary to reset the adaptation/perform any other changes, or he will have to rush an official "programmer" device to Alekshop (which probably should, but doesn't currently, have one).

My new IC connector elbow arrived today and I'm still waiting on a schedule that will work for Aleks to bring the car back in to install it, thoroughly check for boost leaks, and reset the adaptation.

Beedub · 07-30-2011, 02:45 AM

Quote:

Originally Posted by iPhoneEngineer

No, Roman is working with his engineers to figure out of my Direct Flash unit is capable of all that will be necessary to reset the adaptation/perform any other changes, or he will have to rush an official "programmer" device to Alekshop (which probably should, but doesn't currently, have one).

My new IC connector elbow arrived today and I'm still waiting on a schedule that will work for Aleks to bring the car back in to install it, thoroughly check for boost leaks, and reset the adaptation.

i have to say...... all that ive heard about this shop "aleks" im just siply not impressed by them AT ALL...... i genuinely think 95% of this has been install related then carried on from being driven when it shouldnt have been.

iphone whats your opinion on ALEKs Shop??

Finnegan · 07-30-2011, 04:42 PM

From everything I've read about Beedub's install, your install, and Roffle's install it seems like this is anything but an "easy" install. The S65 kit seems much more straightforward. I'd expect the install on our car would be a challenge for a well-seasoned mechanic with 15+ years experience. And with a good chunk of that experience being in custom builds or rebuilds or car restoration (and associated fabrication and custom fitting work).

Aleks is a great guy, and there's nothing but good feedback about his work and about Alekshop. It looks like he really put in the extra miles to install this kit (and was hampered at points along the way due to the instructions/pulley and so on). However, unless there's a vast array of experience available to a shop, it may be that a Z4M install consists of a very advanced puzzle that may be beyond many shop's ability to piece together. No matter how customer-service oriented, respected, hard-working, and well-intentioned they are. It may be one of those kits that ESS either needs to require be installed by ESS; by people who have been trained specifically for installs with this kit; or by a shop with some very extreme install skill requirements.

It's certainly worth a shot to have the adaption reset, have the install rechecked and tested for leaks. But if that doesn't do the trick it may be that the only way to have this properly sorted would be for the car to go directly to ESS in AZ.

Keep us posted.

Beedub · 07-30-2011, 05:23 PM

Quote:

Originally Posted by Finnegan

From everything I've read about Beedub's install, your install, and Roffle's install it seems like this is anything but an "easy" install. The S65 kit seems much more straightforward. I'd expect the install on our car would be a challenge for a well-seasoned mechanic with 15+ years experience. And with a good chunk of that experience being in custom builds or rebuilds or car restoration (and associated fabrication and custom fitting work).

Aleks is a great guy, and there's nothing but good feedback about his work and about Alekshop. It looks like he really put in the extra miles to install this kit (and was hampered at points along the way due to the instructions/pulley and so on). However, unless there's a vast array of experience available to a shop, it may be that a Z4M install consists of a very advanced puzzle that may be beyond many shop's ability to piece together. No matter how customer-service oriented, respected, hard-working, and well-intentioned they are. It may be one of those kits that ESS either needs to require be installed by ESS; by people who have been trained specifically for installs with this kit; or by a shop with some very extreme install skill requirements.

It's certainly worth a shot to have the adaption reset, have the install rechecked and tested for leaks. But if that doesn't do the trick it may be that the only way to have this properly sorted would be for the car to go directly to ESS in AZ.

Keep us posted.

i think thats a really fair summization, i said all along install on this kit is very complicated....... i went from vt1 then to vt2 after a year and gained alot of experience, i can say however my shop did a fabulous job........
i did try to share all of the areas that need meticulous attention... BUT yes imo ANY FI install on a car not meant to e blown is compliated, on the z4m with its snaking boost pipes and intricate pulley system, REAL time and effort needs to be put into the install....... ive also had my issues and worked through them....

to cut a long story short this is NO walk in the park to install and install properly, its taken me months to move around little pieces and fineese the install to what i deem perfect.... take a look back @ my threads for the details :-)

defo agree with your comments... well said.

iPhoneEngineer · 07-30-2011, 10:49 PM

I have never heard a negative review of Alekshop, and am still impressed he is the only ESS Dealer in all of Northern California. He's done numerous S65 VT kit installs, but this was his first S54 kit and also a Z4M with a less familiar layout than the E46.

The pulley fiasco was, from what I know, clearly not Aleks' fault. It's not debated that the kit manual fails to mention the pulley (at least in the copy that came with both my kit and Roffle's), and Aleks says that the correct replacement pulley wasn't even included with the parts. At least one bracket included was exclusively for E46 and the correct one had to be overnighted later, so it doesn't seem like my particular kit was packed meticulously. Having not done an S54 VT1-445, let alone a VT2-500 which includes the pulley, Aleks really couldn't have known it was missing unless ESS had given an overview of the install by phone.

That said, HG Motorsports did discover two boost leaks, and Aleks didn't do a boost check that would have shown 3PSI. I'm not sure what the resolution to the current problem will be, but all signs point to at least one significant boost leak remaining.

In addition to those factors, I had a pretty specific date I needed the car by, and delivery of the kit was delayed by a full two weeks due to supplier delays outside of ESS' control (the oil cooler was on backorder). Aleks put more time into the install than expected and by the time all the straggler parts had arrived from ESS and were on the car, I was to head to SoCal about two days later. The overtime and my schedule probably discouraged him from doing more post-install testing since it wouldn't be immediately available for fixes and tuning anyway. I certainly didn't expect it would be running 3PSI, though!

I haven't heard from ESS since Friday morning, so we'll see what they want me to do first probably on Monday. I sure as hell hope I don't need to bring the car to AZ...

Beedub · 07-31-2011, 04:11 AM

Quote:

Originally Posted by iPhoneEngineer

I have never heard a negative review of Alekshop, and am still impressed he is the only ESS Dealer in all of Northern California. He's done numerous S65 VT kit installs, but this was his first S54 kit and also a Z4M with a less familiar layout than the E46.

The pulley fiasco was, from what I know, clearly not Aleks' fault. It's not debated that the kit manual fails to mention the pulley (at least in the copy that came with both my kit and Roffle's), and Aleks says that the correct replacement pulley wasn't even included with the parts. At least one bracket included was exclusively for E46 and the correct one had to be overnighted later, so it doesn't seem like my particular kit was packed meticulously. Having not done an S54 VT1-445, let alone a VT2-500 which includes the pulley, Aleks really couldn't have known it was missing unless ESS had given an overview of the install by phone.

That said, HG Motorsports did discover two boost leaks, and Aleks didn't do a boost check that would have shown 3PSI. I'm not sure what the resolution to the current problem will be, but all signs point to at least one significant boost leak remaining.

In addition to those factors, I had a pretty specific date I needed the car by, and delivery of the kit was delayed by a full two weeks due to supplier delays outside of ESS' control (the oil cooler was on backorder). Aleks put more time into the install than expected and by the time all the straggler parts had arrived from ESS and were on the car, I was to head to SoCal about two days later. The overtime and my schedule probably discouraged him from doing more post-install testing since it wouldn't be immediately available for fixes and tuning anyway. I certainly didn't expect it would be running 3PSI, though!

I haven't heard from ESS since Friday morning, so we'll see what they want me to do first probably on Monday. I sure as hell hope I don't need to bring the car to AZ...

im not bashing alekshop for sure, please dont see it that way.....their is imply no way they can account for Ess'S packing errors with your perticular kit, they need to make sure they pack these things right as significant lead time is added due to their norway location.. My "DVD" copy of the manual has info on how to change crank pulley, i never got a printed one??

where i think a experience shop like aleks went wrong was to do no boost checks?? WTF?? and also you simply should have never been allowed to drive off without the proper parts, but to not check for leaks on a newly installed FI system is unforgivable imo..... youve subsequently had to pay other shops for addition work which again is unexceptable on your part and im genuinely Pissed off you for,.......

iphone @ what point was it determined that you only running 3psi?? i saw 5psi on your gauge??

iphone how about this for an idea??? possible that their is a slice in your silicon pipework?? its holding boost to a certain pressure due to the gentle way a centri builds boost then under higher boost the slice open letting ALL the air out the system?? feasible??

i think ALL your boost pipework needs to be removed..... and inspected, its now the only option, reset adaptions and work from that point, one thing is will say is im not to keen on the stock BPV/BOV supplied by vortech with these kits.

another observation, prople that have had to switch to the euro setup seem to be struggling to get the sensor's reading correctly which seems to be effecting the running of the kit??

funnily their is a post in the m3 engine section about a guy with a vt2-625 experiencing the EXACT same issue as you....... i think you should pop over and chime in over their he seems to be having alot of response from ess so hopefully you can work these issues together.......

Finnegan · 07-31-2011, 02:38 PM

Quote:

Originally Posted by iPhoneEngineer

I have never heard a negative review of Alekshop, and am still impressed he is the only ESS Dealer in all of Northern California. He's done numerous S65 VT kit installs, but this was his first S54 kit and also a Z4M with a less familiar layout than the E46.

The pulley fiasco was, from what I know, clearly not Aleks' fault. It's not debated that the kit manual fails to mention the pulley (at least in the copy that came with both my kit and Roffle's), and Aleks says that the correct replacement pulley wasn't even included with the parts. At least one bracket included was exclusively for E46 and the correct one had to be overnighted later, so it doesn't seem like my particular kit was packed meticulously. Having not done an S54 VT1-445, let alone a VT2-500 which includes the pulley, Aleks really couldn't have known it was missing unless ESS had given an overview of the install by phone.

That said, HG Motorsports did discover two boost leaks, and Aleks didn't do a boost check that would have shown 3PSI. I'm not sure what the resolution to the current problem will be, but all signs point to at least one significant boost leak remaining.

In addition to those factors, I had a pretty specific date I needed the car by, and delivery of the kit was delayed by a full two weeks due to supplier delays outside of ESS' control (the oil cooler was on backorder). Aleks put more time into the install than expected and by the time all the straggler parts had arrived from ESS and were on the car, I was to head to SoCal about two days later. The overtime and my schedule probably discouraged him from doing more post-install testing since it wouldn't be immediately available for fixes and tuning anyway. I certainly didn't expect it would be running 3PSI, though!

I haven't heard from ESS since Friday morning, so we'll see what they want me to do first probably on Monday. I sure as hell hope I don't need to bring the car to AZ...

Like Beedub, I'm not knocking Aleks at all. He was at a disadvantage right off the bat with missing instructions, wrong parts, and a time crunch due to externals that precluded some of what probably are standard post installation checks. And like we all agree, the Z4M is a different layout than an E46 M3. Aleks is a great guy with a well deserved good reputation, and I certainly would not hesitate to have him or his shop work on my car in the future.

I just think ESS should be a bit better about ensuring the right parts/instructions go to installers, and if installers haven't done a Z4M before they clearly lay out the challenges and differences to other cars/kits, and/or provide specialized training on this install. It's really not fair to throw an installer into unknown and difficult territory like this without more support (and proper parts/instructions). Even an experienced installer is going to face some unique challenges with our car and this kit. Clearly these can be overcome (Chris Fine's car; Beedub's car) but only with a lot of time and effort plus experience (and right parts and instructions) with this specific install.

Please note that this is all purely my opinion and I'm not stating it as "fact"--it's simply an observation.

Back on topic, I again want to stress that I'm looking forward to the point where these issues are resolved and you're a very happy Z4M -s/c owner! This is one of those things that I'm thinking about having done long-term to my car, and I appreciate all of you guys (Beedub, Chris, Roffle, you) who are blazing into new territory with all the inherent wrinkles, twists, issues, and eventual resolutions!

07-27-2011, 09:56 PM	#133
ZStig instagram 997turbotom 279 Rep 7,377 Posts Drives: Interlagos Z4MR Join Date: Jun 2008 Location: Delray Beach, FL iTrader: (4)	I'll measure my [bolt] tomorrow __________________
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07-28-2011, 02:37 AM	#134
Beedub Major General 423 Rep 5,328 Posts Drives: 2007 Z4 M roadster vt2-500 Join Date: Sep 2007 Location: UK iTrader: (0)	iphone, tom, what we should do RE the BPV nuts is count the remaining threads...... 83-85mm is where you should be!!!! sooo back to the drawing board, it can now only be BPV, or boost leak on the I/C pipework, my BPV seems to be tightened all the way down?? maybe we should contact the manufacturers (vortech) and ask them directly what adjustment this nut allows?? since you guys are in the state, can anyone call them and ask maybe?? 5psi is simply not correct... even when you get this sorted run your boost gauge once a week as these clips loosen off significantly.... im watching with great intrest right now.... __________________ Z4MR VT2 - Clubsport build. Multi award winning Detailing \| Wrap \| PPF specialists UK based - www.topwrapz.com
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07-28-2011, 01:45 PM	#135
iPhoneEngineer Lieutenant 43 Rep 476 Posts Drives: 2007 BMW Z4 M Coupe Join Date: Jun 2010 Location: La Honda, CA iTrader: (2)	Third run to be done soon. Car is only putting down a bit over 350RWHP despite at least 6PSI. Substantial dip and disruption in the dyno at 5,800, looks like a computer/tune issue where timing is being pulled.
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07-28-2011, 03:50 PM	#136
Beedub Major General 423 Rep 5,328 Posts Drives: 2007 Z4 M roadster vt2-500 Join Date: Sep 2007 Location: UK iTrader: (0)	tom, iphone, my bpv screw is showing 11 threads......... counted from the end going towards the BPV unit..... im guessing thats all the way down.... __________________ Z4MR VT2 - Clubsport build. Multi award winning Detailing \| Wrap \| PPF specialists UK based - www.topwrapz.com
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07-28-2011, 03:51 PM	#137
ZStig instagram 997turbotom 279 Rep 7,377 Posts Drives: Interlagos Z4MR Join Date: Jun 2008 Location: Delray Beach, FL iTrader: (4)	Mine's 10, so yeah, about the same __________________
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07-28-2011, 05:13 PM	#139
iPhoneEngineer Lieutenant 43 Rep 476 Posts Drives: 2007 BMW Z4 M Coupe Join Date: Jun 2010 Location: La Honda, CA iTrader: (2)	I'm surprised at the boost figures too--nothing changed--so either one of the gauges is inaccurate or the "max boost" figure the dyno shows is higher than realistic as it's just catching temporary overboost, for example at the end of the run. The below dyno is downright scary. 100WHP down, sure, but the DME is obviously pulling timing or otherwise backing off substantially just over 6kRPM, and the boost graph is just totally nuts. Obviously AFR is too rich as well. Does anyone have a clean dyno of a VT2-500 including boost? EDIT: I just noticed the dyno exceeds 8kRPM. I explicitly asked for my tune to have a stock redline, so that really pisses me off...sure a reflash could probably fix it, but I expect such specific instructions to be carefully referenced when crafting a tune to apply to a customer's DME. EDIT2: Sure enough, if you scrutinize the boost curves and the "Max boost" figure, run two exceeded 7PSI only because of a random, brief boost spike at the end of the run. So I doubt those are accurate figures since the boost level is swinging so wildly at higher RPM. The mechanical gauge smooths some of that out and definitively read less than 6PSI on every run. Last edited by iPhoneEngineer; 07-28-2011 at 05:18 PM..
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07-29-2011, 02:48 AM	#140
Beedub Major General 423 Rep 5,328 Posts Drives: 2007 Z4 M roadster vt2-500 Join Date: Sep 2007 Location: UK iTrader: (0)	iphone im now lost for words but everyone needs to realise a brief spike to 7psi isnt a proper smooth arc past or to this boost within the rev range.... i see your redline is @ 8150 rpm.... not to much of an issue, just change @ the anmber light on the tacho, i do echo what your saying, you expect wishes to be upheld when your spending this type of money... my observations ; your AFR is WAY WAY out, the lowest i see is 11.3 ish and in the higher gear s@ wot i see like 12.0s, anything under 11.0 their is a tune problem or something throwing this out. What on gods earth happens @ 6k rpm, that must feel terrible. look at this graph, very smooth and look @ the power climb ;-) and look @ the redline also ;-) http://www.esstuning.com/productimag...urrent_image=4 youve done what Ess have asked now and i feel they will/should step in to help now.... what stage are you @ with ESS?? where do we go from here?? did you do a motor healthcheck, leakdown tests ect ect?? i did even tho i placed this kit/s on my sub 7k mile car... your boost imo seems to be low....mine SPIKES to like 8.75psi but in Rev band gets to around 8psi, the spike does nothing for power as its simply the boost peaking as the engine bounces the redline. terrible terrible dyno plot.... im absolutly praying this gets sorted ASAP!!!! Lots of potential customers will be watching this and i feel ess need to know take control and get this car sorted properly for its owner. __________________ Z4MR VT2 - Clubsport build. Multi award winning Detailing \| Wrap \| PPF specialists UK based - www.topwrapz.com Last edited by Beedub; 07-29-2011 at 02:54 AM..
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07-29-2011, 11:07 AM	#141
iPhoneEngineer Lieutenant 43 Rep 476 Posts Drives: 2007 BMW Z4 M Coupe Join Date: Jun 2010 Location: La Honda, CA iTrader: (2)	Lol yeah, that exact dyno was in my dreams when I ordered the kit--and note it's for the US-spec exhaust, and I have catless headers which should add a healthy amount. I have not done leakdown tests as I figured they shouldn't be necessary for a 36k mile motor. I see how it fits your style, though :-P. Realistically, the sharp drop-off seen in the dyno could not be caused by poor cylinder compression, by the limits of my imagination anyway. I sent ESS the drf files early afternoon yesterday as requested and am awaiting a reply with preliminary suspected diagnosis...
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07-29-2011, 11:21 AM	#142
iPhoneEngineer Lieutenant 43 Rep 476 Posts Drives: 2007 BMW Z4 M Coupe Join Date: Jun 2010 Location: La Honda, CA iTrader: (2)	I also discovered, and yesterday evening sent to ESS, that some "Readiness" codes are set. This does NOT produce an SES light and as far as I know is only relevant for passing emissions inspections. I'm awaiting confirmation from them that these are normal codes for anyone with catless headers and a tune.
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07-29-2011, 11:24 AM	#143
Beedub Major General 423 Rep 5,328 Posts Drives: 2007 Z4 M roadster vt2-500 Join Date: Sep 2007 Location: UK iTrader: (0)	im REALLY watching these threads with great interest..... looking @ your dyno i see a boost problem and imo tune issues!!!!!!!! i __________________ Z4MR VT2 - Clubsport build. Multi award winning Detailing \| Wrap \| PPF specialists UK based - www.topwrapz.com
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07-29-2011, 11:52 AM	#144
iPhoneEngineer Lieutenant 43 Rep 476 Posts Drives: 2007 BMW Z4 M Coupe Join Date: Jun 2010 Location: La Honda, CA iTrader: (2)	ESS agrees with my suspicion that it is actually the dyno, not the car, that is causing the wild boost fluctuations. They just don't seem physically possible unless the BPV were constantly fluttering open and closed, which doesn't seem to be the case audibly or with the mechanical boost gauge. They suspect there is a boost leak that gets substantially worse around 6kRPM, combined with a screwed up adaptive tune from the original, incorrect crankshaft pulley/boost leaks. Action to be taken: bring the car back in to Alekshop for a system overview and adaptation reset. I will have the new, longer IC pipe coupler discovered by Roffle Waffle (eBay-retailed HPS product) installed as well.
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07-29-2011, 12:17 PM	#145
ZStig instagram 997turbotom 279 Rep 7,377 Posts Drives: Interlagos Z4MR Join Date: Jun 2008 Location: Delray Beach, FL iTrader: (4)	I may have an issue with a screwed up adaptive tune also, since I was running a large boost leak initially at that coupler... hmmm. Let me know what they do to re-set the adaptation, as I'd like to try that too __________________
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07-29-2011, 12:22 PM	#146
Beedub Major General 423 Rep 5,328 Posts Drives: 2007 Z4 M roadster vt2-500 Join Date: Sep 2007 Location: UK iTrader: (0)	mmmmm interesting, so screw up adaption, mean the car now now adapted to the way it ran before?? so for example, the car go used to a bad pulley and tried to make a way around it?? makes sense i suppose....... the only problem i think resetting the adaptions is an ecu out job??? i remember my shop actually physically removed my ecu to load on the tune and reset adaptions, this was done onsite and not sent to ESS. __________________ Z4MR VT2 - Clubsport build. Multi award winning Detailing \| Wrap \| PPF specialists UK based - www.topwrapz.com
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07-29-2011, 05:15 PM	#147
Beedub Major General 423 Rep 5,328 Posts Drives: 2007 Z4 M roadster vt2-500 Join Date: Sep 2007 Location: UK iTrader: (0)	any updates on your issues?? __________________ Z4MR VT2 - Clubsport build. Multi award winning Detailing \| Wrap \| PPF specialists UK based - www.topwrapz.com
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07-30-2011, 04:42 PM	#150
Finnegan Dog Listener 703 Rep 7,850 Posts Drives: Z4M/. Z3M, E36/46 M3 Join Date: Oct 2008 Location: Teaching the dog to slalom iTrader: (22)	From everything I've read about Beedub's install, your install, and Roffle's install it seems like this is anything but an "easy" install. The S65 kit seems much more straightforward. I'd expect the install on our car would be a challenge for a well-seasoned mechanic with 15+ years experience. And with a good chunk of that experience being in custom builds or rebuilds or car restoration (and associated fabrication and custom fitting work). Aleks is a great guy, and there's nothing but good feedback about his work and about Alekshop. It looks like he really put in the extra miles to install this kit (and was hampered at points along the way due to the instructions/pulley and so on). However, unless there's a vast array of experience available to a shop, it may be that a Z4M install consists of a very advanced puzzle that may be beyond many shop's ability to piece together. No matter how customer-service oriented, respected, hard-working, and well-intentioned they are. It may be one of those kits that ESS either needs to require be installed by ESS; by people who have been trained specifically for installs with this kit; or by a shop with some very extreme install skill requirements. It's certainly worth a shot to have the adaption reset, have the install rechecked and tested for leaks. But if that doesn't do the trick it may be that the only way to have this properly sorted would be for the car to go directly to ESS in AZ. Keep us posted.
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07-30-2011, 10:49 PM	#152
iPhoneEngineer Lieutenant 43 Rep 476 Posts Drives: 2007 BMW Z4 M Coupe Join Date: Jun 2010 Location: La Honda, CA iTrader: (2)	I have never heard a negative review of Alekshop, and am still impressed he is the only ESS Dealer in all of Northern California. He's done numerous S65 VT kit installs, but this was his first S54 kit and also a Z4M with a less familiar layout than the E46. The pulley fiasco was, from what I know, clearly not Aleks' fault. It's not debated that the kit manual fails to mention the pulley (at least in the copy that came with both my kit and Roffle's), and Aleks says that the correct replacement pulley wasn't even included with the parts. At least one bracket included was exclusively for E46 and the correct one had to be overnighted later, so it doesn't seem like my particular kit was packed meticulously. Having not done an S54 VT1-445, let alone a VT2-500 which includes the pulley, Aleks really couldn't have known it was missing unless ESS had given an overview of the install by phone. That said, HG Motorsports did discover two boost leaks, and Aleks didn't do a boost check that would have shown 3PSI. I'm not sure what the resolution to the current problem will be, but all signs point to at least one significant boost leak remaining. In addition to those factors, I had a pretty specific date I needed the car by, and delivery of the kit was delayed by a full two weeks due to supplier delays outside of ESS' control (the oil cooler was on backorder). Aleks put more time into the install than expected and by the time all the straggler parts had arrived from ESS and were on the car, I was to head to SoCal about two days later. The overtime and my schedule probably discouraged him from doing more post-install testing since it wouldn't be immediately available for fixes and tuning anyway. I certainly didn't expect it would be running 3PSI, though! I haven't heard from ESS since Friday morning, so we'll see what they want me to do first probably on Monday. I sure as hell hope I don't need to bring the car to AZ...
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