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      05-24-2011, 12:31 PM   #1
mindless.spades
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ESS VT1-535 Review, Dyno, and Drag

A big thanks to Aleks @ Alekshop, Newtech, Roman and AJ @ ESS, and especially PencilGeek for taking so much time out of his busy schedule to analyze and organize the data.

I've had my VT1-535 for about 1,500 miles and I couldn't be happier. Power is smooth, linear, and scary. Cruising around town at low RPMs feels smoother than stock, opening up can be frightening experience especially at low gears. It's amazing how subtle and yet apparent the VT1-535 kit is, very befitting of the M3's Jekyll and Hyde image.

The original purpose of the dyno was like anyone other dyno. I wanted to see how much power I was putting down, after seeing the results it snowballed into test after test, many late nights, speculation, theory crafting, and plans for even more tests...

(Full list of mods at the end)



Car and Modifications:
  • 2009 BMW M3
  • ESS VT1-535 Supercharger
  • 6MT
  • Akrapovic Evolution Exhaust
  • 91 Octane
Conditions:
  • Temparature:: 74.58 degrees F
  • Atmospheric pressure: 30.20 inHg
  • Humidity: 27%
  • SAE Correction: 0.97
  • STD Correction: 1.00
  • Uncorrected: 1.00
Results:
  • SAE Corrected: 472whp @ 8325 RPM, 310wtq @ 7450 RPM. 5.80 PSI
  • STD Corrected: 485whp, 319wtq
  • Uncorrected: 487whp, 320wtq
Dyno Database:
Dyno Results -- SAE Corrected:


All Dyno Runs -- SAE Corrected:


Boost and AFR for all Dyno Runs:


Boost Log Analysis -- 5.6 PSI Average, 6.14 PSI Peak:


Dyno Results -- STD Corrected:


All Dyno Runs -- STD Corrected:


Dyno Results -- Uncorrected:


All Dyno Runs -- Uncorrected:


The most interesting aspect of the tests were the boost data. The VT1-535 is rated for 4.5psi while the boost data was showing well above that at peak. Our first logical deduction was a wrong pulley, which proved to be false. The pulley was indeed 103mm.



With this in mind we talked to ESS which assured us that the PSI generated is governed mechanically by the pulley.

Looking back the dyno graphs, we noticed the odd behavior with the PSI graph as it was far from linear unlike many other dynos we've seen. When we compared the PSI graph with another car that was similarly modded we found a similar pattern. Newtech is a highly regarded and reliable shop for dynos in the North Bay area and assured us that the dyno boost gauge was correct and properly calibrated. Not satisfied, we started on our quest for more data.

First, we put an analog boost gauge to measure. Unfortunately, as we approached 4.5psi and red line the gauge began to fluctuate widely and any real readings were impossible. Late, tired, hungry, and out of gas we postponed the second series of tests for the drag strip.

Penicil Geek provided with a digital boost guage that would log at 10hz and vbox for the drag strip. For the record, this was my first time at a drag strip and made some stupid mistakes, mishifts, and generally embarrassed myself. PG even made fun of me for my shift times being so slow...

The boost data we got from the drag runs were even a bigger mess... Not only did we notice that manifold pressure differed for each gear, Drag Run 3 and Drag Run 6 had no points at which the boost reached over 4.5psi... Run 6 was my fastest time...

After talking to ESS again they said that peak boost can be skewed when the VANOS cam overlaps and agreed for the sake of data to input the boos data in the database as we saw it, 5.80

I am planning to return to the dyno mid June and will try a different digital boost gauge. If anyone has a better idea please tell us!!!


Dyno Testing Procedures:
After warming up the vehicle, we ran the dyno and let the car cool down one minute between runs. At the end of three runs, we turned off the motor, let the engine cool for ten minutes, then repeat the same testing procedure for three more runs. The next three runs were done 20 seconds apart. Therefore the last four runs were all done 20 seconds apart, and constituted our "heat soak" test.

All of the dyno runs are filmed in HiDef video to document the authenticity and independence of the tests. A Kestral 4500 portable weather station is brought to take independent weather measurements. This provides a cross-check for the dyno weather station to ensure that the dyno weather station is reading accurately and has not been tampered or altered in any way.

Individual Dyno Results:
Individual dyno results are shown below. SAE corrected results are shown twice, using two different sources. The first source (djc) are the SAE corrected results straight from the Dynojet. The second source (sae) of SAE corrected results are obtained by using the Kestral 4500 weather station data for each individual dyno run and running it through an independent SAE correction formula. This ensures that the dyno results are accurate and can be independently audited and verified for authenticity and accuracy.
The legend below has the following meaning:
  • Dyno Run: Dyno run file
  • Boost Avg: Boost calculated using trend line. This is the "official" boost for this dyno run.
  • Boost Peak: Peak boost observed on this dyno run.
  • Temp(F) = Temperature (Farenheit)
  • RelH = Relative Humidity
  • Pressure(Hg) = Barometric Pressure
  • DA(ft) = Density Altitude
  • WHP(unc) = Uncorrected wheel horsepower
  • WTQ(unc) = Uncorrected wheel torque
  • WHP(djc) = Dynojet SAE corrected wheel horsepower (SAE-1340 PRE-2004)
  • WTQ(djc) = Dynojet corrected wheel torque (SAE-1349 PRE-2004)
  • WHP(sae) = SAE-Adapted wheel horsepower (SAE-1349 2004+)
  • WTQ(sae) = SAE-Adapted wheel torque (SAE-1349 2004+)

Dyno Run
Boost Avg.
Boost Peak
Temp(F)
RelH
Press(Hg)
DA(ft)
WHP(unc)
WTQ(unc)
WHP(djc)
WTQ(djc)
WHP(sae)
WTQ(sae)
RunFile_001
5.80 PSI
6.84 PSI
61.9
67.3
30.04
215
482.63
313.6
466.89
303.58
466.7
303.25
RunFile_002
5.70 PSI
7.19 PSI
61.9
67
30.03
222
487.14
318.87
471.33
308.03
471.22
308.45
RunFile_003
5.50 PSI
6.84 PSI
62.1
67.9
30.03
234
487.53
317.76
471.96
307.61
471.85
307.54
RunFile_004
5.75 PSI
6.32 PSI
61.9
67.7
30.04
220
483.54
315.73
467.46
305.23
467.62
305.34
RunFile_005*
5.80 PSI
6.19 PSI
63.1
68.3
30.03
306
487.34
319.81
472.01
309.75
472.5
310.07
RunFile_006**
5.20 PSI
6.49 PSI
62
67.4
30.03
222
485.77
319.29
470.12
309.01
470.01
308.93
RunFile_007**
5.80 PSI
6.57 PSI
62.6
66.7
30.03
268
482.3
314.63
468.66
305.74
467.05
304.68
RunFile_008**
5.40 PSI
6.42 PSI
63.9
67
30.03
366
479
312.35
464.99
303.21
464.9
303.15
RunFile_009**
5.85 PSI
6.03 PSI
63.2
65.1
30.03
311
478.07
312.65
464.53
303.8
463.24
302.95

  • * Entry used for the Dyno Database
  • ** Heat Soak Test
Methods for calculating average boost:
  • Export Uncorrected dyno data to Microsoft Excel spreadsheet. Export a sample very 50 RPMs.
  • Note RPM of Max Horsepower. This value will be used to graph boost.
  • Create scatter X-Y plot in Excel with Boost on the Y-Axis, and RPM on the X-Axis. The range of this graph will start at the first sample, and end at the exact location of MaxHP mentioned in the previous step. If MaxHP was found at 8150 RPMs, then only graph boost, HP, and RPM up to 8150 RPMs. This is very important to follow these steps. Extending RPMs beyond the location of MaxHP will influence the average boost, usually by making it higher than it should be.
  • Use the mouse to highlight the boost graph just created. Right click and select "add Trendline"
  • Select "Linear" trendline method.
  • The data, graph, and spreadsheet used in this DynoDB entry is included in the "Dyno Files" download link at the top of this page. Use it as an example for creating your own boost log if desired.
Street Peformance Results
In addition to running dyno tests, I had the opportunity to test the car on a drag strip. With the vBox strapped to the car, I ran the car from 0-130 MPH three times in each direction of the road. All of the odd runs (1, 3, 5) were run in the exact same location in one direction, and all of the even runs were run in the same location in the other direction. Running 0-130 MPH gives us both 1/4 mile results, and 60-130 MPH results as well.

All of the vBox results were verified by www.perfdb.com. The 1/4 mile vBox results use the "NHRA Mode" calculations which have been proven to be very accurate when compared to actual drag strip time slip results.

Title
Direction
Slope
Graph
60'
330'
1/8 Mile ET
1/8 Mile Trap
1000'
1/4 Mile ET
1/4 Mile Trap
60-130 MPH
Run-1
North
-0.23%
2.613
6.508
9.488
83.91 MPH
11.972
14.038
109.43 MPH
12.426
Run-2
South
0.23%
2.538
6.314
9.601
75.76 MPH
12.212
14.323
107.21 MPH
12.762
Run-3
North
-0.23%
2.372
6.044
9.000
85.46 MPH
11.416
13.445
111.59 MPH
11.904
Run-4
South
0.23%
2.319
5.955
8.784
89.41 MPH
11.121
13.093
114.99 MPH
10.717
Run-5
North
-0.23%
2.29
5.897
8.844
86.31 MPH
11.277
13.341
110.14 MPH
12.180
Run-6
South
0.23%
2.284
6.221
9.114
88.10 MPH
11.484
13.476
114.00 MPH
10.644


Mods:
ESS Tuning VT1-535
HRE R40 - Michelin Pilot Sport Cup
Brembo GT 380mm
Akrapovic Evolution
Dinan Stage 1 Suspension
RD Sports Front and Rear Sway Bars
Euro Style Bumper
Arkym Front Lip
Rogue Engineering SSK
BMW Black Chrome Front Grills
BMW Black Chrome Side Gills
BMW Performance CF Spoiler
BMW LCI Tail Lamps
Lux V3 LED Angel Eyes
Alekshop Back-up Camera
Valentine V1 Mirror Integration
Center Console Wrapped by Alekshop
Various coding by Alekshop
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      05-24-2011, 12:36 PM   #2
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thanks
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      05-24-2011, 12:38 PM   #3
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looks good man hope your enjoying the car. be safe .
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      05-24-2011, 12:42 PM   #4
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Nice results! Im guessing Robert captured all this data, thats insane!
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      05-24-2011, 12:46 PM   #5
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Quote:
Originally Posted by tazam3 View Post
Nice results! Im guessing Robert captured all this data, thats insane!
Yup, Robert is insane! He did a great job and worked harder than any of us trying to make sense the ridiculous number of raw data we got.
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      05-24-2011, 12:46 PM   #6
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Great data. I can't wait to purchase this kit.
Call me crazy but 13.093 is the best 1/4 time? Seem high?
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      05-24-2011, 12:48 PM   #7
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How many miles do you have on the kit before dynoing? It looks like the ECU has not fully adapted the WOT AF ratio and is still running in the default rich setting it comes with from us after reprogramming (for safety until it finalizes the adaptation process in the actual car). You should pick up substantial torque and power once the ECU adapts. If it does not adapt and AF ratio's do not go to mid 11's from 4500RPM and on, then you need to look into primary O2 sensor position or possibly replacing them.

Have you verified the AF ratio using another measuring device? It could be that the dyno AF sensor is off. Another AA car was dynoed on the same bench 24H earlier and also showed a very rich condition so this is very possible.
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      05-24-2011, 01:00 PM   #8
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Quote:
Originally Posted by lm1z View Post
Great data. I can't wait to purchase this kit.
Call me crazy but 13.093 is the best 1/4 time? Seem high?
I really messed up at shifting... that's all I can say... things like this makes me want DCT... That's what you get for buying a manual car for the first time...

If you look at the graph you can clearly see where I botched shifting...

Quote:
Originally Posted by AJ@ESS View Post
How many miles do you have on the kit before dynoing? It looks like the ECU has not fully adapted the WOT AF ratio and is still running in the default rich setting it comes with from us after reprogramming (for safety until it finalizes the adaptation process in the actual car). You should pick up substantial torque and power once the ECU adapts. If it does not adapt and AF ratio's do not go to mid 11's from 4500RPM and on, then you need to look into primary O2 sensor position or possibly replacing them.

Have you verified the AF ratio using another measuring device? It could be that the dyno AF sensor is off. Another AA car was dynoed on the same bench 24H earlier and also showed a very rich condition so this is very possible.
I have about 1,500 miles on the kit before the dyno. I haven't pushed the car very hard, especially at WOT. No other verification was done at the AFR, unless PG got it from the OBD port while measuring spark and knock. Could the O2 sensors be affected by the Akrapovic?

Last edited by mindless.spades; 05-24-2011 at 01:07 PM.
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      05-24-2011, 01:29 PM   #9
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Quote:
Originally Posted by mindless.spades View Post
I really messed up at shifting... that's all I can say... things like this makes me want DCT... That's what you get for buying a manual car for the first time...

If you look at the graph you can clearly see where I botched shifting...



I have about 1,500 miles on the kit before the dyno. I haven't pushed the car very hard, especially at WOT. No other verification was done at the AFR, unless PG got it from the OBD port while measuring spark and knock. Could the O2 sensors be affected by the Akrapovic?
The WOT fuel adaptation requires several WOT runs to fully adapt. If you have no codes, then the O2 sensors are operational and the car will adapt to target once you put a few WOT runs on it.

It is also a strong possibility that the dyno AF ratio sensor is off since 2 car dynoed within 24H both show a richer than normal reading.
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      05-24-2011, 01:31 PM   #10
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Quote:
Originally Posted by mindless.spades View Post
I really messed up at shifting... that's all I can say... things like this makes me want DCT... That's what you get for buying a manual car for the first time...

If you look at the graph you can clearly see where I botched shifting...
Haha! I hear you.
Your dyno #'s definitely suggest that you can do better.

Enjoy your ride, sir.
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      05-24-2011, 09:22 PM   #11
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Thanks for a very thorough and educational review. I love reading threads like this that are packed with very detailed and controlled data. This is my first time seeing a 'heat soak' of the ESS kit. Clearly, ESS has some great engineering skills to provide such a consistent kit!

Enjoy the car!!
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      05-24-2011, 10:58 PM   #12
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those drag results are horrendous... especially for those dynos... most of those results are slower than a stock 335i
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      05-24-2011, 11:12 PM   #13
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those 1/8 mile times are pretty weak. i put those kind of numbers down with just bolt on and tune and similar 60's.
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      05-24-2011, 11:13 PM   #14
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Quote:
Originally Posted by cuban335i View Post
those drag results are horrendous... especially for those dynos
Yes, I know... hopefully I'll do better the next time around...
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      05-25-2011, 12:30 AM   #15
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Quote:
Originally Posted by mindless.spades View Post
Yes, I know... hopefully I'll do better the next time around...
practice practice and good tires... i was doing terrible at MFEST also 12.9s and 12.77... haven't been to the track in awhile either.

hopefully i can get a chance when school is done for me

congrats on the results form the kit. enjoy in good health!
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      05-25-2011, 02:47 PM   #16
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i didnt quote since its large, but about 18hp per psi @6.5 psi.. not bad at all. intercooled?
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      05-25-2011, 03:07 PM   #17
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Quote:
Originally Posted by E90///M3` View Post
practice practice and good tires... i was doing terrible at MFEST also 12.9s and 12.77... haven't been to the track in awhile either.

hopefully i can get a chance when school is done for me

congrats on the results form the kit. enjoy in good health!
Thanks for the kind words. Definitely, could use more practice and made some basic errors that I'm embarrassed about. First time though and I think it was a good experience. Hopefully, I won't embarrass myself at Laguna...

Hope you can get a blower on your car, I don't regret it one bit... though the GF does

Quote:
Originally Posted by bobby_digital View Post
i didnt quote since its large, but about 18hp per psi @6.5 psi.. not bad at all. intercooled?
Actually, this unit is not intercooled. Only Stage 2 (things that start with VT2) are intercooled.

The reason why we did so many tests and the drag run was trying to figure out why the boost was reading so high as it should be in the 4.5 range. Other similarly equipped cars showed it be around 4.5psi and the graphs didn't have a widely fluctuating pattern like on our dyno runs.

At this point it's still inclusive as to what the exact boost is. The boost is governed mechanically but until we can verify it ourselves we're calling it as we see it. Temperatures held up fine and showed very consistent results during the heat soak tests which gives me peace of mind but I'm curious as ever.

Hopefully, the next time we dyno we'll be able to confirm for sure.
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      05-25-2011, 03:15 PM   #18
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Quote:
Originally Posted by mindless.spades View Post

Actually, this unit is not intercooled. Only Stage 2 (things that start with VT2) are intercooled.

The reason why we did so many tests and the drag run was trying to figure out why the boost was reading so high as it should be in the 4.5 range. Other similarly equipped cars showed it be around 4.5psi and the graphs didn't have a widely fluctuating pattern like on our dyno runs.

At this point it's still inclusive as to what the exact boost is. The boost is governed mechanically but until we can verify it ourselves we're calling it as we see it. Temperatures held up fine and showed very consistent results during the heat soak tests which gives me peace of mind but I'm curious as ever.

Hopefully, the next time we dyno we'll be able to confirm for sure.
ok, so not intercooled, that explains the variance im looking for. thanks

i have no insight as to your issues, only commenting on the factual data you presented, and i commend you on that.
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