▀▄ eas | Official ESS Supercharger Q&A, Information & Showroom Thread

[tom @ eas]

As ESS Tuning's Authorized & Premier Dealer, EAS has raced and installed a ton of E9X M3 Supercharger systems and would like to showcase our installs here on Bimmerpost. ESS remains a well-known and respected M3 tuner in the BMW market, remaining the top supercharger brand for the S65 powerplant. We will be using this thread to showcase installs we have performed as well as answer any technical questions you may have.



ESS Supercharger system details
All ESS Supercharger systems feature sealed/self-contained Vortech V3Si supercharger units in combination with ESS Tuning's own hardware and software, this supercharger system is the quickest way to give your M3 the power it deserves while maintaining OEM drivability and reliabilty. The ESS supercharger system for the E9X M3 is available in four different power levels ranging from 550hp to 650hp.

The supercharger system includes redesigned ESS MSS60 engine control software that is perfectly calibrated for the supercharged engine providing optimum ignition timing under all conditions, recalibrated eGas for quicker throttle response, recalibrated VANOS control and perfectly optimized fuel delivery supplied by 8 larger Bosch Motorsport injectors. Power development is 100% smooth and the car behaves just like stock until you demand power, then the car completely transform providing brutal acceleration normally reserved for pure race cars.

ESS supercharger systems include the ESS E-Flash OBD2 cable, which allows the end user to upload the supercharger ECU software directly to the car from any PC running Windows XP or newer. The system also includes full diagnostic and code clearing capability. Any future ESS software updates can be received by email and loaded directly to the car. The stock ECU software will be saved and can easily be restored in the future.

The system maintains all OBDII functions and it is backed by a comprehensive 2 year, unlimited mileage warranty program. The system installs in 8-14 hours (depending on kit configuration) using normal hand tools and no irreversible modifications to the car is necessary.

ESS VT1-550 Supercharger System - (5.5lb boost, non-intercooled) 550BHP/380BTQ SAE

- 5.5lb boost, non-intercooled) 550BHP/380BTQ SAE
- 91+ octane compatible
- Vortech V3Si supercharger unit.
- Street spec bypass assembly.
- Uni-belt drive system with additional OEM quality rollers.
- 8 larger Bosch Motorsport fuel injectors (Spec1).
- Perfectly optimized, dyno tweaked MSS60 ECU software with removed top speed governor, calibrated for Spec1 injectors.
- CNC hard anodized brackets and hardware.
- K&N high flow air filter.
- High temperature casted plastic intake system for SC.
- Cast aluminum ESS intake manifold with integrated velocity stacks optimized for boost.
- High temperature silicone hoses with clamps
- Detailed, step-by-step installation manual.
- Heavy-Duty drive belt.
- ESS oil breather assembly designed for boost.
- All installation hardware included
- 2 year/unlimited mileage warranty

ESS VT2-595 Supercharger System - (6.0-6.5lb boost, intercooled) 595BHP/395BTQ SAE

- 6.0-6.5lb boost, intercooled) 595BHP/395BTQ SAE
- 91+ octane compatible
- Vortech V3Si supercharger unit.
- Vortech Maxflow Race bypass assembly.
- Uni-belt drive system with additional OEM quality rollers.
- 8 larger Bosch Motorsport fuel injectors (Spec2)
- Perfectly optimized, dyno tweaked MSS60 ECU software with removed top speed governor, calibrated for Spec2 injectors.
- CNC hard anodized brackets and hardware.
- K&N high flow air filter.
- High temperature casted plastic intake system for SC
- High capacity liquid intercooler system (VT2 only)
- Cast aluminum ESS intake manifold with integrated velocity stacks optimized for boost.
- High temperature silicone hoses with clamps
- Detailed, step-by-step installation manual.
- Heavy-Duty drive belt.
- ESS oil breather assembly designed for boost.
- All installation hardware included
- 2 year/unlimited mileage warranty

Note: HFC/catless X-Pipe recommended.

ESS VT2-625 Supercharger System - (7.0-7.5lb boost, intercooled) 625BHP/405BTQ SAE

- 7.0-7.5lb boost, intercooled) 625BHP/405BTQ SAE
- 91+ octane compatible
- Vortech V3Si supercharger unit.
- Vortech Maxflow Race bypass assembly.
- Uni-belt drive system with additional OEM quality rollers.
- 8 larger Bosch Motorsport fuel injectors (Spec 2).
- Perfectly optimized, dyno tweaked MSS60 ECU software with removed top speed governor, calibrated for Spec2 injectors.
- CNC hard anodized brackets and hardware.
- K&N high flow air filter.
- High temperature casted plastic intake system for SC
- High capacity liquid intercooler system (VT2 only).
- Cast aluminum ESS intake manifold with integrated velocity stacks optimized for boost.
- High temperature silicone hoses with clamps
- Detailed, step-by-step installation manual.
- Heavy-Duty drive belt.
- ESS oil breather assembly designed for boost.
- All installation hardware included
- 2 year/unlimited mileage warranty

Note: HFC/catless X-Pipe recommended.

ESS VT2-650 Supercharger System - (8.0-8.5lb boost, intercooled) 650BHP/415BTQ SAE

- 8.0-8.5lb boost, intercooled) 650BHP/415BTQ SAE
- 93+ octane only
- Vortech V3Si supercharger unit.
- Vortech Maxflow Race bypass assembly.
- Uni-belt drive system with additional OEM quality rollers rated for 100.000+ miles between service intervals.
- Upgraded ESS VT2-650 specific crankshaft pulley
- 8 High Capacity Bosch Motorsport fuel injectors (Spec3).
- Perfectly optimized, dyno tweaked VT2-650 spec MSS60 ECU software with removed top speed governor, calibrated for VT2-650 injectors.
- CNC hard anodized brackets and hardware.
- K&N high flow air filter with all weather protection.
- High temperature cast plastic intake system for SC
- High capacity liquid intercooler system (VT2 only).
- Cast aluminum ESS intake manifold with integrated light weight velocity stacks especially developed for the VT2-650.
- High temperature silicone hoses with clamps
- Detailed, step-by-step installation manual.
- Heavy-Duty drive belt.
- ESS oil breather assembly designed for boost.
- All installation hardware included
- 2 year/unlimited mileage warranty

Note: HFC/catless X-Pipe recommended.

This thread is informational only, please check the vendor's section or PM for pricing, specials or answers to sales-related questions.

[tom @ eas]

Included is a quick overview for those not familiar with the ESS E-Flash Software Suite, which is included with all ESS Supercharger systems.



ESS was founded 1995 in Aremark, Norway. ESS E-Flash ECU software is a result of extensive testing and exact calibration of ECU parameters to allow conservative performance gains on an otherwise stock car. The ESS software is developed and tested in extreme heat in the Arizona desert as well as extreme cold temperatures in Scandinavia. The end user can select between 2 different power levels and cat/no cat in the DirectFlash unit. ESS E-Flash also includes full engine diagnostic functionality and code clearing capabilities.

Overview Video: Table of Contents
0:00-0:22 ESS Tuning Software Installation
0:23-1:04 E-Flash Cable Marriage
1:05-1:53 DME/ECU Backup - Initial Read
1:54-3:09 DME/ECU Programming (OS update, if provided)
3:10-4:08 ESS Tuning Performance File Flash
4:09-5:06 Codes and Adaptations

Instructions
1. Install ESS E-Flash Software Suite software on your laptop or netbook
2. Connect the provided cable to your OBDII port and read your ECU
3. Email the file to either EAS or ESS directly, along with your vehicle's details/configuration
4. Performance tune will be provided to you via email, in which it can be flashed at your own convenience

Current ESS E-Flash Software Suite Version: Build 0654 (v14)
Current BMW OS/Software Version: 240E

Current version of E-Flash can be downloaded here

FAQ: Installation

What is included with E-Flash Package? What specific equipment is needed to flash my M3?
Included will be the E-Flash USB/OBDII Cable, USB Flash Drive with instructions & E-Flash Software Suite pre-installed. A Laptop/Netbook fully charged equipped with Windows XP/Vista/Win7 is required.

Can E-Flash be installed on Windows 8?
WIN8 is a little tricky as the driver signature enforcement used needs to be disabled. Here’s an article that overviews the process:
http://www.fotoclubinc.com/blog/how-...-on-windows-8/. Once disabled, the E-Flash program can be installed.

Is E-Flash Apple/Mac Compatible?
E-Flash is compatible with Mac computers running Fusion/VMware or similar installed.

Do I need to use a battery charger or power supply while reading/flashing?
Sufficient battery power is essential when reading and most importantly - flashing. E-Flash will perform a hardware compatibility check upon launch to confirm battery/processor power to warn you of any issues before the process is started. Turn off Bluetooth on your cellular phone before flashing process is started. As an added precaution, you should turn off all loads before reading and/or flashing: headlights, air conditioning/heater, radio, etc. A 2-amp battery charger is recommended for power stabilization for vehicles with 3+ year or older batteries, but not required in all cases.

Is the E-Flash cable intended for only one vehicle? Can I use the cable on other vehicles?
The E-Flash cable can only be used on one vehicle. As soon as a read is performed, your VIN is written to your cable, thus being "married" to your BMW.

I plan on upgrading to an ESS Supercharger in the near future. Can I use my current cable to flash the provided supercharger software file?
Yes, the same E-Flash cable used for N/A vehicles is also provided with the ESS Supercharger systems.

I received a "BETA Version Expired" notice after launching the ESS E-Flash Software Suite. What should I do?
Newer versions of the E-Flash suites are released periodically. If you are receiving this message and are a registered ESS E-Flash user or purchased the cable from us directly, please contact EAS or ESS with your full name and previous build version for a current version of the E-Flash software suite. Current software versions will be posted at the top of this post as reference.

Latest E-Flash version download link can always be found at http://esstuning.com/support/

FAQ: Reading/Writing Process

How long does it take to receive my tuned file?
Please allow 1 business day for files to be returned. In most cases, files are returned within hours of submittal.

Does E-Flash have OBD2 readiness for those catless setups?
ESS has this ability but chooses not to. Setting up a catless car to have OBD readiness is against federal law and carries a $250,000 fine per vehicle if caught doing so. ESS does not recommend customers doing this and do not offer this option. E-Flash allows you to return the vehicle to it's original stock map if needed. We suggest re-installing your cats and stock file to legally pass state OBD inspections.

Can E-Flash correctly identify my DME's current software version?
Yes! When a [Full program + calibration data only] read is being performed, the software version of the DME is embedded within the file name.

Let's use the following filename as an example, which was saved using the [Full program + calibration data only] option:

SiemensDMEMSS60_7846409_7846397_0569QT0Z220EEKUV0_ WBSWD93509PY00000.full.bmw.org

DMEMSS60 = BMW ECU Type
7846409 = BMW Hardware Number
7846397 = BMW Software Number
0569QT0Z220EEKUV0 = Hardware Reference Number
WBSWD93509PY00000 = VIN Number

The 0569QT0Z220EEKUV0 portion of the filename is what will determine your ECU Software version. Digits 9-12 show [220E] which correctly ID this ECU's software version. This would identify that this DME needs to be brought up to date, at ESS's discretion. ESS or EAS may ask for your full file number if other information is required during troubleshooting.

I am currently on software version 231E now. Are there any benefits to updating to 240E or higher?
If 190E or earlier, we recommend updating to at least 231E, preferably 240E. At this time, the update path from 231E to 240E seem to be primarily focused on emissions, with no change in performance. However, there is no harm in updating to 240E if desired. All supercharger applciations will automatically be updated to 240E.

Does the key/vehicle need to be on while flashing?
Key needs to be in KL30 mode (KEY ON, ENGINE NOT RUNNING) during all interaction with ESS E-Flash. Vehicle with Comfort Access (CA) should have the key inside the ignition.

ESS E-Flash is prompting me for [Calibration data only] and [Full program + calibration data only]. Which should I choose?
Is this is your first time using the E-Flash, a [Full program + calibration data only] read should be taken and sent to ESS Tuning, as well as keeping a backup copy safe - usually on the provided thumbdrive with your ESS E-Flash kit. This file will be needed if you should ever wish to return the vehicle to stock programming in the future.

When would [Calibration data only] selection be used when performing a read?
This selection can be used only after ESS has a [Full program + calibration data only] file archived. When in doubt, always perform a [Full program + calibration data only] read.

How long does does the Read process take?
A [Full program + calibration data only] read should take approximately ~35-40 minutes. For vehicles with a 3+ year battery, we recommend placing a 2-amp battery charger to provide a steady power supply during the read process, remembering to turn off Bluetooth on your cellphone if linked to your BMW.

How large is a [Full program + calibration data only] or [Calibration data only] file?
A typical [Full program + calibration data only] file is 5MB. A [Calibration data only] file is 2MB.

What file format is the [Full program + calibration data only] or [Calibration data only] files saved in? What format is my tune provided in?
Files backups are saved in *.ORG format. Your provided performance tune (and OS update if required) will be sent in *.MOD format.

Can my backup/performance files be shared with anyone else?
No, these files are locked to your specific VIN and cannot be used with other vehicles.

How large is the tuned file that will be provided to me?
Depending on your current DME's Software Version, you may receive an OS update file along with your performance tune. The OS file is typically 5MB with the performance file being 2MB in size - sent in a compressed ZIP or RAR format. Once unzipped, you will see the file(s) needed to perform your flash. If you do not receive (2) files, then you are currently up to date and do not require an OS update.

I received (2) files, do they need to be loaded in any particular order?
If an OS update is required, the files will be clearly labeled in what order they need to be loaded in. Once your OS file is loaded, please retain a backup copy (usually on the included thumbdrive) in case you should wish to return the vehicle back to stock tune in the near future.

I have successfully performed a [Full program + calibration data only] read. What's next?
Your 5MB *.ORG file must be compressed (either in ZIP or RAR format) and emailed to software@esstuning.com or directly to us at info@europeanautosource.com along with the following information:

Vehicle Year:
Make:
Model:
Transmission Type:
Octane Rating (91/93):
VIN Number:

Vehicle Engine/Exhaust Modifications (check those that apply, please be as descriptive as possible)
[ ] Performance X-Pipe: Please state whether catalytic converters are present or replaced with HFC versions (example: Akrapovic Evolution Exhaust system)
[ ] Performance Muffler: Please indicate brand
[ ] Other: Indicate all other performance modifications that do not fit into above categories such as track-oriented setups

ESS E-Flash optional features
[ ] Remove Cold Start Catalytic Heat Cycle/Camshaft phasing (for smoother cold starts)
[ ] Remove top speed governor/VMAX
[ ] Remove High Emissions Check Engine Lamp (CEL) for those running catless/Track setups

Free file compression software can be found at www.winzip or www.rarlab.com for use when emailing. Once received, your performance tune will be compiled and provided to you via email, in which it can be flashed at your own convenience.

What if I plan on changing my current configuration at a later date? How much does this cost?
If you have a desired hardware configuration to be set at a later date, include this info with your initial file request and an additional file will be provided if there is a file required for the change. If the request is provided at a later date, there is a service fee charged for file modification.

The dealer wiped out my E-Flash tune while at a service appointment. What do I do?
Likely, there was an ISTA/P update that applied to your vehicle, which wiped your DME. Simply reapply your [Full program + calibration data only] file that was read beforehand to reapply your flash tune. If an update was applied to your DME, please contact ESS for an updated file that applies to your OS using the steps above to correctly identify your DME's software version/OS.

Troubleshooting/Codes

A Check Engine Lamp appeared on my instrument cluster/iDrive display, what do I do?
Good news! Your E-Flash OBDII cable also serves as a diagnostic cable to read/reset trouble codes. Simply go into the [Diagnostic Option] section of the E-Flash suite and choose [Diagnostics], which can be seen at 4:09-5:06 of the included video. Codes can be read, cleared and saves for archival purposes or to aid in troubleshooting with your preferred technician.

Can my E-Flash cable be utilized for other uses like Coding/Personalization?
The ESS E-Flash cable is to be used with the E-Flash Software Suite only. It is not compatible for coding/personalization.

I am receiving a "Device May Be Incorrectly Coded" error when attempting to read my DME/ECU? What should I do?
For those that receive a "Device may be incorrectly coded" error when attempting to read your DME, you may be using v.9 or earlier software. If you have purchased your E-Flash interface from eas, please contact us (or ESS) for an updated version of E-Flash Software Suite.

Note: FAQ is intended to be an ongoing process and questions will be added periodically. Questions not in this FAQ can be directed to software@esstuning.com, info@europeanautosource.com or posted within the thread.

[tom @ eas]

ESS VT2-625 Supercharger System Components

Optional Awron Velocity Stack for Boost Temp/Pressure Monitoring, exclusive to ESS Supercharger Systems. Can also be used for custom methanol setups:

[tom @ eas]

Showing a few of the ESS supercharged M3s that have been through our doors recently. You may recognize some from the forums here.

VT2-625, intercooled


VT2-625, intercooled


VT1-535 non-intercooled


VT2-625, intercooled


VT3-725, intercooled


VT2-625, intercooled


VT2-625, intercooled


VT2-625, intercooled


VT2-625, intercooled


VT2-595, intercooled


VT2-625, intercooled


As always, more to come. For those looking to supercharge their M3, we would love to add you to the list.

Enjoy!

[tom @ eas]

Dynojet Testing

Our in-house Dynojet 224xLC dyno is the perfect tool to benchmark your BMW. Based on the 224x dyno, the 224xLC offers the simplicity and ease of use of an “inertia only dyno”, along with advanced testing capabilities of a Eddy Current load style dyno. Performing A-to-B comparison tests to quantify gains from various performance products, or enable the load control feature to perform step, sweep, or road load simulations, being much more effecting than "street tuning".



When performing loaded testing, the Eddy Current Load Absorption Unit option utilizes an integrated Torque Cell to quantify power absorption in an ultra precise and consistent manner. The eddy current unit attaches to the roller drum by way of a splined shaft, for the utmost in reliability, consistency and repeatability.

After a dyno session, we will provide you with highly detailed feedback and information about your car's performance. Accurate readings such as horsepower, torque, boost pressure, exhaust temperature, air/fuel ratio and more will allow you to see your cars improved performance when your new modifications are installed.

Here are some dynos of past ESS Supercharger dynojet tests for reference:

ESS VT2-625 Supercharger


ESS VT2-625 Supercharger


ESS VT2-625 Supercharger

[OM VT3]

Is there any available cooling upgrades? I would thing a head exchange like on supercharged c63 would work in keeping temps down

[tom @ eas]

Originally Posted by OM VT3

Is there any available cooling upgrades? I would thing a head exchange like on supercharged c63 would work in keeping temps down

ESS doesn't offer any additional kits, but we've installed misting systems (on FMIC and radiator) which help curb rising temps on the track. An expansion tank and lines can also be fabricated in the trunk for those at the airstrip.

[OM VT3]

Originally Posted by tom @ eas

ESS doesn't offer any additional kits, but we've installed misting systems (on FMIC and radiator) which help curb rising temps on the track. An expansion tank and lines can also be fabricated in the trunk for those at the airstrip.

I think a bigger FMIC is needed to keep temp in check when tracking

[Groundpilot]

Originally Posted by OM VT3

I think a bigger FMIC is needed to keep temp in check when tracking

Bigger FMIC makes things worse, as its installed in such a way, that it blockes the airflow towards the radiator and the oil cooler.

[OM VT3]

Originally Posted by Groundpilot

Bigger FMIC makes things worse, as its installed in such a way, that it blockes the airflow towards the radiator and the oil cooler.

Thats why you upgrade everything at the same time

[Hierlevelz]

Tom could you list the different pulley sizes relative to each kit? Is the 550 just a rebaged /renamed 535?

[dbworld4k]

Are the kits upgradeable?

For example, can someone running a 550 kit purchase the parts to upgrade to 595? If so, how much is the additional cost? What about 595 to 625?

[KRZ3]

Originally Posted by OM VT3

I think a bigger FMIC is needed to keep temp in check when tracking

Engine cooling upgrade is a must on track. I did track the beast last weekend and with Alekshop oil cooler, temp was rock solid at 230F. Sometimes I would get higher temps when tracking with no SC and stock cooler.

[tom @ eas]

Originally Posted by Hierlevelz

Tom could you list the different pulley sizes relative to each kit? Is the 550 just a rebaged /renamed 535?

535s were a bit underrated BITD, throughout the lifespan the 535s have seen significant changes in tuning and hardware (injectors) to evolve to the 550 kit we have today.

Pulley sizes are as follows:

E92 M3 VT1-550: 101mm
E92 M3 VT2-595: 99mm
E92 M3 VT2-625: 96.5mm
E92 M3 VT2-650: 98mm (custom 7-rib), with larger crank pulley.

The 650 uses a larger crank pulley to retain as much belt wrap as possible, eliminating slipping.

[tom @ eas]

Originally Posted by dbworld4k

Are the kits upgradeable?

For example, can someone running a 550 kit purchase the parts to upgrade to 595? If so, how much is the additional cost? What about 595 to 625?

Kits are upgradable. Going from a non-intercooled kit to intercooled will require the manifold, injectors and pulley/belts are changed, along with heat exchanger and pump/hoses.

[Hierlevelz]

Originally Posted by tom @ eas

535s were a bit underrated BITD, throughout the lifespan the 535s have seen significant changes in tuning and hardware (injectors) to evolve to the 550 kit we have today.

Pulley sizes are as follows:

E92 M3 VT1-550: 101mm
E92 M3 VT2-595: 99mm
E92 M3 VT2-625: 96.5mm
E92 M3 VT2-650: 98mm (custom 7-rib), with larger crank pulley.

The 650 uses a larger crank pulley to retain as much belt wrap as possible, eliminating slipping.

Wow so relatively speaking it's an insignificant change in pulley sizes that yields a significant increase in boost levels. Was the 535 a larger pulley or same as the 550 (101)

[tom @ eas]

Originally Posted by Hierlevelz

Wow so relatively speaking it's an insignificant change in pulley sizes that yields a significant increase in boost levels. Was the 535 a larger pulley or same as the 550 (101)

No idea, the VT1-535 was replaced with the VT1-550 years ago.

[FazerBoy]

I'm thinking of getting the ESS 625 kit fitted.

What sort of effect will this have on the longevity of my engine? I know that this will obviously depend on how I drive the car and how often I use all the extra power, but this is a street-driven car and I will not be 'on it' all the time so can I hope to still get 100,000 miles out of the engine (rod bearing issues aside)? I'm at 20,000 miles now and want to keep this car long term.

Also, will I be ok with the stock tire sizes? I have Michelin Pilot Sports fitted which are fine at the moment but will I need wider rubber?

Thanks, Jack

[squartus]

Originally Posted by FazerBoy

I'm thinking of getting the ESS 625 kit fitted.

What sort of effect will this have on the longevity of my engine? I know that this will obviously depend on how I drive the car and how often I use all the extra power, but this is a street-driven car and I will not be 'on it' all the time so can I hope to still get 100,000 miles out of the engine (rod bearing issues aside)? I'm at 20,000 miles now and want to keep this car long term.

Also, will I be ok with the stock tire sizes? I have Michelin Pilot Sports fitted which are fine at the moment but will I need wider rubber?

Thanks, Jack

Well, at 30,000 miles I SC mine with an ESS 625 kit. I went ahead and swapped bearing as rod bolts when I did it. Bearings were already shot, now im at almost 60,000 miles SC kit still running strong. Oil reports are showing almost no wear, better than I was stock actually. 0 problems in over 2 years, I thrash this car as well. You will want to upgrade your tires to something more stick and or wider, while super fun you will destroy stock tires if you get on it at all. Before swapping tires just see how they do on your driving habbits though.

Key is keeping on top of every single thing that needs doing, engine and SC oil/filter especially.

[FazerBoy]

Originally Posted by squartus

Well, at 30,000 miles I SC mine with an ESS 625 kit. I went ahead and swapped bearing as rod bolts when I did it. Bearings were already shot, now im at almost 60,000 miles SC kit still running strong. Oil reports are showing almost no wear, better than I was stock actually. 0 problems in over 2 years, I thrash this car as well. You will want to upgrade your tires to something more stick and or wider, while super fun you will destroy stock tires if you get on it at all. Before swapping tires just see how they do on your driving habbits though.

Key is keeping on top of every single thing that needs doing, engine and SC oil/filter especially.

Thanks for the info - that's exactly the sort of stuff I was looking for. Incidentally, which aftermarket bearings did you go with?

[squartus]

Originally Posted by FazerBoy

Thanks for the info - that's exactly the sort of stuff I was looking for. Incidentally, which aftermarket bearings did you go with?

At the time WPC treated bearings were the only option I felt happy with, more options now but more than happy with my choice as they seem to be holding up perfect.

[tom @ eas]

Originally Posted by FazerBoy

I'm thinking of getting the ESS 625 kit fitted.

What sort of effect will this have on the longevity of my engine? I know that this will obviously depend on how I drive the car and how often I use all the extra power, but this is a street-driven car and I will not be 'on it' all the time so can I hope to still get 100,000 miles out of the engine (rod bearing issues aside)? I'm at 20,000 miles now and want to keep this car long term.

Also, will I be ok with the stock tire sizes? I have Michelin Pilot Sports fitted which are fine at the moment but will I need wider rubber?

Thanks, Jack

There are M3s out there with over 100K and supercharged, you should have no problem at all if you follow your regular maintenance schedule.

You will always benefit from wider rubber. Depending on wheels, upgrading to a 295 gets a but more rubber on the road .

Originally Posted by squartus

Well, at 30,000 miles I SC mine with an ESS 625 kit. I went ahead and swapped bearing as rod bolts when I did it. Bearings were already shot, now im at almost 60,000 miles SC kit still running strong. Oil reports are showing almost no wear, better than I was stock actually. 0 problems in over 2 years, I thrash this car as well. You will want to upgrade your tires to something more stick and or wider, while super fun you will destroy stock tires if you get on it at all. Before swapping tires just see how they do on your driving habbits though.

Key is keeping on top of every single thing that needs doing, engine and SC oil/filter especially.

Pretty much sums it up. Here's a quick rundown:

- Get engine oil analyzed regularly (supercharged or not)
- Clean filter every 7500mi. Doesn't hurt to get an additional filter and swap instead, keeping one clean on the shelf.
- Change S/C Fluid very 7500mi
- Change spark plugs every ~10-15K

All other maintenance intervals are untouched. Good to check belts every fluid change to make sure there is no slippage or cracking.