The CA RK530 supercharger conversion using fully custom made CNC machined parts.
We have incorporated a single piece billet aluminium crank pulley to incorporate both the oem crank pulley and the supercharger drive pulley as one unit for greater strength and more positive drive characteristics. Uprated fuel injectors are also included in the kit.
Cracking plenum gaskets is a classic & well known issue on force inducted M5's and an obstacle we were keen to overcome. This has been eliminated by the use of new CNC machined plenum plates as shown in the photographs.
Custom designed CNC machined Dual Atmospheric blow off valves have also been used (rather than less efficient recirculating type valves) to minimise build up of excess pressure in the plenum when coming off throttle. Because atmospheric valves release pressure faster this gives improved throttle response, smoother running characteristics and also prevents the danger of pressure damage to plenum areas, all of which were major issues with previous forced induction kits available for the M5.
The other classic problem of MAF issues with force induction has also been eliminated by removing the MAF sensors entirely in favor of a sophisticated air density corrected Alpha N style management programme, providing a more responsive and consistent performance. No piggy back management systems are used either as our custom software written in-house by our own software engineers works via the oem ECU, thus maintaing simplicity and all OEM OBD functions.
PLEASE NOTE: We have developed software for both European and US spec vehicles.
Power increase is 120 - 150 bhp over stock ( dependingon condition of the existing engine ) using a single Rotrex C38 81 centrifugal compressor running 6.5psi with completely stress tested custom CNC billet aluminium bracket. This is based on an otherwise stock car with standard exhaust system and unmodified engine as our main objective during the design stages was to build a kit with 100% reliability and longevity hence the relatively low power increase and use of a single compressor.
We also offer a conversion using the C38 91 trim compressor, making an extra 25 - 35 bhp,please call for details.
The M5 enigine seems to have a "natural" maximum safe limit of about 550 bhp before possible failure of the standard internals, so we have purposefully limited power on this conversion to build in a saftey margin and also allow for extra tuning enhancements such as racing cats., performance headers and so on.
Unlike many other kits, ours includes intercooler, dual sequential blow off valves, oil cooler, compressor and air filter located away from rising engine heat and in direct coolest air flow and other design elements that ensure this conversion opertaes with minimum possible inlet air temps for maximum performace, safety and power for much longer, so is ideal for hard drivesrs and / or those in particularly hor climates.
NOTES Regarding the listed dyno plot:
1.The stock engine's power prior to supercharging was 389bhp, so our conversion has added approximately + 135 bhp on the dyno; however a dyno fan can never replicate real world air flow cooling effects etc, so the intake temps on a force inducted engine on an average dyno run tend to exceed those experienced on the road.
2.Our dyno plot was taken on lowr grade 95 RON fuel, to prove the car still runs well on this kind of fuel and also to show a "worst case" power figure. Expect another +10 - 15 bhp on higher garde fuel.
Videos
1. M5 supercharged, 6th gear run (1.3Mb MP4)
2. M5 supercharged, off the clock 190mph+ (3.3Mb MP4)
3. M5 supercharged, external footage (13.3Mb MP4)
4. M5 supercharged, acceleration runs all gears (11.7Mb MP4)
PLEASE NOTE:
1. Due to the use and mounting location of an air to air intercooler the rear of the front bumper requires slight modification.
2. If your vehicle has other volumetric efficiency modifications such as replacement camshafts-bigger throttle bodies-ported heads, decat pipes etc we we may need to write a custom map for your car for best results. This will add an extra day to installation times. #3. we don not advisee lowering your car more than 35 mm with this conversion, plenty enough for most applications,
We would advise using a stage 2+ or 3+ clutch with this conversionFrequently Asked Questions regarding supercharging.
A supercharger system represents a significant investment. Potential supercharger buyers need to gain as much knowledge about the various types and brands of superchargers as possible before making a buying decision. The purpose of this FAQ is to answer as many questions as possible about supercharging in general and the ESS kits in particular.
Q: What does the different ESS supercharger system designation mean ?
A:
PD1: Powerdyne based stage 1 system, non intercooled -no longer in production.
VT1: Vortech based stage 1 system, non intercooled.
VT2: Vortech based stage 2 system, intercooled.
VT3: Vortech based stage 3 system, intercooled with upgraded engine internals.
TX1: ASA TM1 based stage 1 system, non intercooled.
TX2: ASA TM1 based stage 2 system, intercooled with higher boost pressure.
TS1: Lysholm TwinScrew stage 1 system.
TS2: Lysholm TwinScrew stage 2 system with patented Laminova liquid intercooling.
TS3: Lysholm TwinScrew stage 3 system with patented Laminova liquid intercooling and upgraded engine internals
Q: What exactly does a supercharger do?
A: A supercharger forces additional air and fuel into the engine under pressure. This occurs when the engine is under full throttle or under load, not at normal cruise or most normal driving. A large displacement engine makes more power than a small displacement engine because it can convert larger amounts of fuel and air into energy. A supercharger allows a smaller engine to do the same thing but only when extra power is actually needed.
Q: What is boost?
A: Boost is the amount of pressure (in pounds per square inch) that the supercharger provides. The air that goes into an unblown (unsupercharged) engine is drawn in by the vacuum created when the piston goes down in the cylinder bore. This air goes into the unsupercharged engine at atmospheric pressure which at sea level is 14.7 psi (pounds per square inch). On a blown engine the boost is the amount of additional pressure the inlet charge has over atmospheric that goes into the engine. So if your blower makes six pounds of boost that means your inlet charge is atmospheric pressure (14.7 psi) plus the 6 psi of boost for a total of 20.7 psi.
Q: How much boost can you normally run?
A: 6-8 PSI is normally a safe level for most stock engines. Running more than this will usually require a reduction in compression ratio. Every engine is different and some engines are more tolerant of boost than others.
Q: How difficult are ESS Supercharger systems to install?
A: All ESS Supercharger systems have been designed with ease of installation in mind. All systems comes with a detailed, illustrated step-by-step installation instruction, and the entire system has been designed as a 100% bolt-on system with no adjustments necessary. The installation can be performed using normal hand tools in 6-10 hours (I6 systems) and 14-20 hours (V8 systems). If you do not have good mechanical skills, it is recommended that you let a competent auto mechanic perform the installatio. Returning the car to stock status again is easy, with no evidence of the supercharger system ever being there.
Q: Doesn't running boost on an engine put more strain on the engine's parts?
A: Not necessarily. RPM is what kills engine parts. Typically, an unblown engine has to run up to 7,000 or 8,000 rpm to make any real power. At these high speeds you need a special crank, rods, pistons, rocker arms, valves, valve springs, and on and on. But a blower substantially increases power and torque at much lower rpm's. You usually don't have to run a blown engine over about 6,000 rpm to make maximum power. At these speeds stock engine components are more than adequate. Additionally an engine sees maximum load on the components at the moment the piston changes speed from going up in the cylinder to going down. There is a commonly held theory, too complicated to go into here, that increasing the combustion pressure, which a supercharger does, actually reduces this maximum load when piston travel changes from up to down. Under this theory, at comparable rpm's a blown engine is easier on parts than an unblown engine. In actuality, as long as detonation is controlled, you rarely have any engine failures with a blower.
Q: What happens if my blower drive belt breaks? How do I get home?
A: With a ESS Supercharger if the blower drive belt breaks the car will drive exactly like it did without the blower. It will run perfectly normal. However blower drive belt breakage is very rare. These belts typically last for 50,000 miles (80,000km) or more. These drive belts are industry standard which can be obtained at any auto parts store.
Q: What kind of warranty does ESS provide?
A: ESS offers a two year, unlimited mileage warranty. For complete details please contact us.
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ESS PRICE LIST
