[maros]

Hi guys,

I have had a problem form the beginning of my M3 FI adventure. The lag occurs when shifting very fast at high rpm.
First there was a ESS CFR 550 (7.5psi) kit and I noticed a lag when changing form 2nd to 3rd and form 3rd to 4th.
Then I have customized my kit and now the sc is blowing 14 psi and the lag is still there. I have a Greddy S-type BOV on the intake manifold and a Turbosmart Race port BOV on the intercooler on the cold side.
I have changed the BOV springs to a softer ones.
The lag is still there and it's irregular. Sometimes the shifts are smooth at 6 and 7k rpm but most of the time there is a huge lag. At 8k rpm the lag is all the time. Did anyone had a similar problem? Can anyone help?

[GJGM3]

Have you asked Asbjorn or Hans about this?

[maros]

Once when I just bought the kit. They didn't answer.

And just to be clear my car is not made by ESS. The only connection to ESS is the CFR kit, all the other mods were made by CA Automotive.

[GJGM3]

I am aware that your car is not built by ESS as you previously informed me of this, although as you referenced you started out with the CFR550 bolt-on components, then upgraded your blower and internals.

I would still pursue contacting them as they're very familiar with not only the built setup using the ASA blower, but also the Vortech. ESS is a sponsor on this forum now.

However, since CA did all this work for you what do they have to say about it, especially since they built Pawel's.

Either way good luck and I'll be interested in what the response is because I'm following something similar with the TM-21.

Aside from that perhaps others with knowledge will chime in.

[maros]

CA's engeneer is coming to me in 2 weeks to finish the car, I will surley pressure him to find the problem.

I have driven two other ESS CFR 550 M3's and they had no lag at all, so Im guessing it's something with my car rather then the supercharger. I don't know maybe a mistake was made when the kit was installed... something with the vacuum? Although the vacuum hose is connected correctly maybe there are different diameters of the hoses?
Don't know just thinking outloud, I'm very confused about this.

[GJGM3]

Good luck on finding the source.

I wish I could see your car - seems beastly at 14 psi with an ASA.

BTW, have you dyno'd the car? Pawel's is supposedly at 655 BHP although I haven't been able to source his psi. Also wondering what he's using for BOV and if he encountered the same issue. I looked again at what CA listed for his build but they didn't list that.

Good luck.

[maros]

I have around 550hp, I'm looking for 6xx after the final tune.

Seems that Pawel has a original CFR BOV on the manifold...

[GJGM3]

You mean you have 550 at the rear wheels, right?

[maros]

No, at the crank. But european dynos are far more conservative than those in the US. The CFR 550 was dynoed at 470 crank hp and it is a correct value.

[GJGM3]

I'm not sure what you mean by "correct value" and "european dynos" but whoa - that's a huge variance friend!

It's obvious you're not using a DynoJet or a Mustang, but I would agree that your dyno is "far more conservative". Actually, in comparison to what we consider for the most part as standard, I would go further and state it's not only seemingly "conservative" but to the extreme. I'm sure it's just another way of measuring and I mean no disrespect.

___________________

Off topic I know, but my thought process given something academic follows:

What your setup is showing is a decrease in power at the crank by -14.55% over what I *think* are fairly standard readings. What I mean here is using your dyno it would appear to fly completely in the face of BMW's own numbers for a stock M3.

Using your methodology, if you were to dyno a stock E46 M3 in fairly healthy shape you would have it read at 284.54 HP. Equate what I believe is ~16-18% loss of power through the drivetrain, it would have 233.32 WHP.

I think whatever setup your using is different and for the most part not consistent with not only what's used here (or so I think), but what BMW even uses: 333 HP. Figure, on a DynoJet they make 278 to 281 WHP (333 HP with ~16-18% loss through drivetrain). The Mustang has a variance of ~ about 8% to 9% lower than the DynoJet. A standard CFR550 is going to make 460 to 470 WHP. My CFR500 makes what you see in my signature. ESS' dyno numbers from Norway also reflect the same.

I'm curious though given CA in England also built Pawel's who like you lives in Poland and according to their reporting his custom CFR550 is 655 HP. I suspect that's not using the dyno you're using unless he's at 750HP (?). Now that would be inspiring!!!

I suspect given the PSI you're running, and your power using a DynoJet you're ~ 630 HP.

Just the same - good luck on finding the solution to the lag.