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      01-06-2020, 07:55 PM   #45
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Quote:
Originally Posted by SAMM3Y View Post
I just weighed the stock air box with filter, plenum, elbow with hardware, plastic intercooler housing that you cut off and the piece deleted and difference between the lower corner intake and the ess one provided and it's 19lbs 8oz.
So it's 80lb for the g1 including fluids, minus 20lb for the oem stuff you remove... so 60lb net? That's much less than i expected
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      01-07-2020, 01:57 PM   #46
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Quote:
Originally Posted by SAMM3Y View Post
I just weighed the stock air box with filter, plenum, elbow with hardware, plastic intercooler housing that you cut off and the piece deleted and difference between the lower corner intake and the ess one provided and it's 19lbs 8oz.
We're starting one of the installs today, I'm sure we'll be arriving at the same number or close.
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Last edited by tom @ eas; 01-07-2020 at 03:14 PM..
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      01-07-2020, 02:51 PM   #47
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Quote:
Originally Posted by SAMM3Y View Post
I just weighed the stock air box with filter, plenum, elbow with hardware, plastic intercooler housing that you cut off and the piece deleted and difference between the lower corner intake and the ess one provided and it's 19lbs 8oz.
Quote:
Originally Posted by SYT_Shadow View Post
So it's 80lb for the g1 including fluids, minus 20lb for the oem stuff you remove... so 60lb net? That's much less than i expected
I weighed them today and got 19.2lbs. Looks like we are all in the same ballpark 19-20lbs for the factory system.





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      01-08-2020, 01:18 PM   #48
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Install complete and strapped on the dyno now.

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      01-08-2020, 03:43 PM   #49
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waiting for results!
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      01-09-2020, 12:36 PM   #50
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What I really want is a properly built 4.6L stroker...

But damn, these superchargers do twix my nethers...
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      01-09-2020, 12:55 PM   #51
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Quote:
Originally Posted by tom @ eas View Post
Install complete and strapped on the dyno now.

Awesome - can you post results? Really want to see torque curve and power band
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      01-09-2020, 03:48 PM   #52
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Install is a bit easier than the VT2-based kits and very straightforward. The G1 supercharger's smaller overall package allows for more clearance for the intake tract and redesigned G1 supercharger bracket can be installed in sections rather than as a complete unit for the DIY type. All other items are shared from the VT2 platforms and install in a similar fashion.



Dynos
Pretty impressed with the kit on the dyno. Our 09 M3 clocks in at 377whp/279tq equipped with a set of Macht Schnell Test pipes & Macht Schnell Stage 2 Intake on ACN91. The G1 Supercharger on the 96.5mm pulley brings those numbers to 548whp/366tq adding 171whp and 87tq to baseline figures. Torque comes in a bit higher early on compared to VT2 kits and carries clean to redline.



Consistency
Consistency is key here, and you can see the numbers are absolutely consistent run after run after run.



Opinion
With the easier installation, the overall finished look appears cleaner when looking underneath the hood. Now with the G1 introduction, ESS has full control over the entire production process, as Vortech component costs have been aggressively rising lately. Along with the G1 supercharger, a number of other improvements have been implemented such as a redesigned supercharger bracket and improved idler system. A nice touch was including both the 96.5mm (91oct), and 94mm (93oct) pulleys for both 91/93 octane ratings at no additional charge. An improved internal gear system allows for longer service intervals on the G1 unit. A redesigned breather system is also used to prevent fluid seepage from the supercharger unit under high Gs (Vortech users know exactly what I'm referring to here). Chatter is virtually eliminated, others will be hard pressed to even know there's a supercharger living underneath the hood until its too late.

Improvements
- Virtually silent operation
- Both 91oct & 93 octane pulleys included
- Redesigned Heavy-Duty redesigned mounting bracket /idler system
- ~15lb reduction from VT2/Vortech based systems.
- ~10-20ft/lb gain in torque from VT2/Vortech based systems
- Power consistency after numerous dyno pulls
- Improved supercharger vent system. No more S/C fluid seepage under high Gs
- Direct bolt-in upgrade path in G1+/G2

Power feels clean and great on the road with no surging throughout the gears. Definitely need some more miles logged to fully adapt.

ESS has sold a significant amount of supercharger kits and its good to see development on new products even with the S65 well out of production. Note that the VT2-Vortech based units will still be offered alongside the new G1 kits, with full support/attention eventually moving over to the G1 kits across the product line. Current VT2 users wouldn't benefit much from switching over to the new platform, but those shopping for a new supercharger kit would be generally pleased with the G1 systems perform.

Those in the SoCal area are welcome to drop by our facility and see the kit in person.
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Last edited by tom @ eas; 01-09-2020 at 06:31 PM.. Reason: typo
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      01-09-2020, 04:19 PM   #53
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By 2500 rpm, it is equaling typical peak stock torque.
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      01-09-2020, 05:29 PM   #54
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Dynos look good.

Looks like it gets within the meat of it's torque after 4K RPM, and rises gradually until 7000. HP is peaking at redline.

Basically, it seems like this kit retains the character of the stock S65 (peaky engine with a wide torque band). The Harrops give it more American muscle down low.

Cool to see two different approaches available for those who want to boost these cars.
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      01-09-2020, 05:35 PM   #55
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Quote:
Originally Posted by pbonsalb View Post
By 2500 rpm, it is equaling typical peak stock torque.
Check the chart again. If you look at the comparison closely, you can see the baseline run was started ~200 RPM sooner than the after run so the stock run appears stronger than it actually is - but the info is there. It takes the engine a sec to get fully dialed in for full power, so you will see the power curve raise from zero to full within a couple of hundred RPM once you mash on the pedal.

Wanted to touch on another couple of points....

Quote:
Originally Posted by pbonsalb View Post
If the G1+ is already having to run more boost than the Vortech, and the added boost is requiring meth injection, wouldn’t a bigger blower that can make more power more efficiently and not require meth make sense?
Quote:
Originally Posted by pbonsalb View Post
G1 needs more boost to make the same power because it is a lower capacity blower. More boost means higher effective compression ratio and more heat. So intercooling becomes more necessary on the already high compression S65.
G1 is making same amount of boost as the Vortech unit.

The G1 blower is not friction drive, nor is it hot. Its a high ratio synchro gear drive, having a similar capacity to the V3Si with cooler discharge temps. It does not need more boost to make the same power and can still be run non-intercooled. ESS is seeking to design a proprietary non-intercooled manifold in order to further optimize weight reduction when no cooler is needed.

G2 has even more capacity than the V3Si. these superchargers can also spin much faster and have far superior overall design in both the airflow and gear drive sections. Partial to the reason for keeping consistent runs.
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      01-09-2020, 07:22 PM   #56
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Quote:
Originally Posted by tom @ eas View Post
A redesigned breather system is also used to prevent fluid seepage from the supercharger unit under high Gs (Vortech users know exactly what I'm referring to here). .
Exactly, this is a horrible 'feature' of the Vortech ones. What a horrendous mess


Could you overlay this to the VT2 kit of similar whp? I'm guessing the 595 kit

Thank you
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      01-09-2020, 07:40 PM   #57
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Quote:
Originally Posted by SYT_Shadow View Post
Exactly, this is a horrible 'feature' of the Vortech ones. What a horrendous mess

Could you overlay this to the VT2 kit of similar whp? I'm guessing the 595 kit

Thank you
I don't believe I have any 595 dynos as the jump to 625 wasn't much more in cost. Most people simply went that route.
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      01-09-2020, 07:49 PM   #58
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Quote:
Originally Posted by tom @ eas View Post
I don't believe I have any 595 dynos as the jump to 625 wasn't much more in cost. Most people simply went that route.
You can also show it vs the 625 kit, understanding the 625 kit is more powerful

I like that this kit has less heat, more track worthy
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      01-09-2020, 07:51 PM   #59
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Any chance you can overlay the dyno of a typical VT2-625 kit over the one posted above?

Edit: SYT_Shadow beat me to the request...
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      01-09-2020, 08:03 PM   #60
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has the maintenance interval for the supercharger oil changed?
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      01-09-2020, 08:07 PM   #61
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Quote:
Originally Posted by tom @ eas View Post

The G1 blower is not friction drive, nor is it hot. Its a high ratio synchro gear drive, having a similar capacity to the V3Si with cooler discharge temps. It does not need more boost to make the same power and can still be run non-intercooled. ESS is seeking to design a proprietary non-intercooled manifold in order to further optimize weight reduction when no cooler is needed.
is there any ETA of this non-intercooled kit?
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      01-09-2020, 08:10 PM   #62
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Beautiful dyno. I like where this is going!
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      01-09-2020, 09:17 PM   #63
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Quote:
Originally Posted by SYT_Shadow View Post
Quote:
Originally Posted by tom @ eas View Post
I don't believe I have any 595 dynos as the jump to 625 wasn't much more in cost. Most people simply went that route.
You can also show it vs the 625 kit, understanding the 625 kit is more powerful

I like that this kit has less heat, more track worthy
The thing I don't like about my vt2 kit is having the intercooler in front of the oil cooler. It definitely hinders oil cooling. It's a very fine finned heat exchanger too... I need to go air to air with the intercooler over the plenum somehow... no need to see out the windshield, do you think an sti hood fits an m'er?
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      01-09-2020, 09:22 PM   #64
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Quote:
Originally Posted by SAMM3Y View Post
The thing I don't like about my vt2 kit is having the intercooler in front of the oil cooler. It definitely hinders oil cooling. It's a very fine finned heat exchanger too... I need to go air to air with the intercooler over the plenum somehow... no need to see out the windshield, do you think an sti hood fits an m'er?
Definitely! Do it!

Does the G series kit install differently somehow? So the heat exchanger doesn't block the oil cooler?
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      01-09-2020, 09:40 PM   #65
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Quote:
Originally Posted by SYT_Shadow View Post
Quote:
Originally Posted by SAMM3Y View Post
The thing I don't like about my vt2 kit is having the intercooler in front of the oil cooler. It definitely hinders oil cooling. It's a very fine finned heat exchanger too... I need to go air to air with the intercooler over the plenum somehow... no need to see out the windshield, do you think an sti hood fits an m'er?
Definitely! Do it!

Does the G series kit install differently somehow? So the heat exchanger doesn't block the oil cooler?
No, looks the same..
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      01-10-2020, 11:05 AM   #66
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Quote:
Originally Posted by tom @ eas View Post

Dynos
Pretty impressed with the kit on the dyno. Our 09 M3 clocks in at 377whp/279tq equipped with a set of Macht Schnell Test pipes & Macht Schnell Stage 2 Intake on ACN91. The G1 Supercharger on the 96.5mm pulley brings those numbers to 548whp/366tq adding 171whp and 87tq to baseline figures. Torque comes in a bit higher early on compared to VT2 kits and carries clean to redline.



Consistency
Consistency is key here, and you can see the numbers are absolutely consistent run after run after run.
Those are really good numbers. I have a VT2-625 and it puts down ~20whp less than that. If the G1 is less noisy and has the capability to put down another 20-25whp on top of that when coupled with meth and 93oct then it's probably worth the upgrade at some point. Any sound clips at idle? The vortech unit is unbearably loud at idle indoors.
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