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PSI | HP | Torque | Price |
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Performance (S54 3.2 liter motorsport engine) |
n/a | 333 | 262 | - | ||||
 Streetsport Supercharger system setup for
4.0-4.5 psi V3-SC trim supercharger system (non cooled). Replacement cast intake manifold prepared for aftercooler cartridge. High flow fuel injectors, Bosch MAF housing,
GIAC ECU flash. Easy to upgrade to stage 1. [released Apr 09] |
4.0-4.5 | 420 | 320 | $5,900 | ||||
| Stage 1 Supercharger system setup for
5.5-6.0 psi, V3-SC trim supercharger with air/water cooled cartridge inside cast intake manifold. High flow fuel Stage1 injectors
with GIAC ECU flash. Easy to upgrade to stage 2. [released Feb 07] |
5.5-6.0 | 480 | 340 | $9,900 | ||||
| Stage 2 Supercharger system setup for 8.5-9.0 PSI, V3-SC trim supercharger with air/water cooled cartridge inside cast intake manifold.
OEM spring tensioner upgrade, Stage 2/3 Bosch fuel injectors, Hitachi MAF conversion, with custom GIAC Software flash. Requires sport Cats downstream from header. Cold weather requires boost gauge monitoring and AFR gauge monitoring.[released Feb 08] |
8.5-9.0 | 570 | 380 | $11,900 | ||||
| Note: Each stage has been designed to be upgraded in modular form and fully upgradeable from one to the next, for the price diffence. |
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 Stage 2 100 octane Race gas creates 600hp and 400ftlbs. |
8.5-9.0 | 600 | 400 | inc. | ||||
| Project Stage 3 Custom built projects only. Boost Increase to 15-16 PSI, low compression engine rebuild with 9.8:1 CR forged CP pistons and Chro-Mo Pauter rods. Upgraded Bosch fuel system and upgraded crank pulley. Custom GIAC Software flash. [released Jun 09] Approx 710 hp and 500 ftlbs on race gas. |
15-16 | 650 | 470 | $call |
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OPTIONS |
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OPTIONS |
| Polished finish supercharger | included | |||||||
| Type R bypass valve for optimum recirculation | included | |||||||
| Pro-Vent 200 oil separator "catch can"- add oil res. hoses min 1" ID Click for spec PDF | $250 | |||||||
| Innovate LC1 AFR kit inc digital gauge Click here to go to 3rd party site | $300 | |||||||
| Digital boost gauge kit inc sender kit Click here to go to 3rd party site | $160 |
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ACCESSORIES |
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ACCESSORIES |
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DESCRIPTION |
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DESCRIPTION |
Page updated
11-Sep-2009
14-16 Hours fitting time (stg1), fully reversible.
VF-Engineering chose to supercharge the BMW E46 M3 to add to already superior throttle response and give wild mid-to-top end power (sport mode) with the centrifugal Vortech supercharger.
Maintaining the original BMW quality, smoothness and reliability were the key factors in the VF design. This is where the GIAC software comes into full play. VF have harnessed reliability of Vortech superchargers and quality of GIAC custom software with their 10 years of supercharging experience and worldwide OEM supply contacts to create the ultimate supercharger system for the ultimate driver's car.
In late 2004, VF purchased a 2005 model M3 (black M3 shown above) and chose to create and test its complete aftercooled Stage 1 kit. A production manufactured aluminum manifold with integrated air-to-water heat exchanger (charge cooler) is provided for added value and greater performance compared to similar air/air systems. Typically used in European Rally cars, air/water cooling is the ultimate in aftercooler technology for on and off the race track. Air/water cooling provides superior cooling ability over air/air without lengthy ducting while creating cooler intake temperatures for more powerful and reliable ignition.
The E46 M3 Stage 2 kit [released Feb 08] offers even greater performance via extra boost from a smaller supercharger pulley, replacement stiffer serpentine belt tensioner and upgraded GIAC stage 2 software ECU flash with larger stage2 fuel injectors and MAF upgrade. This kit requires the use of high performance cats. The test car was setup with Supersprint headers and Euro M3 cats. Drag racing and aggresive back to back peak rpm shifting will likely require a clutch upgrade. 100 octane fuel recommended when used on the race track. A pre-cat wideband air/fuel ratio monitoring gauge is recommended.
The Stage 3 test car was setup with a rebuilt low compression motor and extra boost from an upgraded T-trim supercharger delivering 15 psi driven from a replacement increased diameter crank pulley. Upgraded GIAC stage 3 software ECU flash and fuel pump upgrade completed the enging management calibration. There is no planned public release for the stage 3 until long term test results have been approved. Beta kits are currently being installed in house. Please enquire for details of custom engine building.
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Right: VF's R&D dept bursting with M3's for pre-release installations in Feb 07. Left: TWCompetions award winning wide body M3 as shown at Hot Import nights in Los Angeles Convention Center Aug 06.
All key components are 100% made in California. Supporting components such as flow matched injectors, radiators and water pumps are all aquired from German OEMs. This system has been fully road tested and dyno tuned on both the GIAC Mustang MD500AWD and in-house Dynojet 224XLC dynamometers with and without engine load. All stage 1 kits are setup at 6 psi and create as much, if not more, power than similar products running greater levels of boost.
VF engineers spent over 12 months software testing the BMW Bosch and Siemens ECUs and resolved stalling and MAF issues faced by other supercharger systems. Software flash technology and latest BMW file versions have all been employed to provide the cleanest and the most reliable method of software installation. GIAC engineers extensively re-wrote the ECU software using their own binary, assembly and disassembly algorithms written from scratch. Testing the software included extensive road and dyno test cycles, with acceleration and deceleration tests for driveability smoothness and ECU fuel management. All test cars were put through long term full throttle testing in conditions varying from wet cold climates to hot dry Arizona desert temperature for safe-optimal air fuel ratios and knock activity monitoring. Competantly written ECU software has allowed VF to fully explore the potential of the BMW engine, making over 40% more power in most applications.
VF chose to mount the Vortech
supercharger with an in-house CNC machined aluminum
bracket system. The unit is positioned in line with the original
serpentine belt which is replaced with a longer OEM belt.
The key to this design is that the OEM active-spring belt
tensioner remains fully functional and eliminates belt slip
or the need to manually tension the belt. The supercharger
air ducts are custom molded in-house from plastic to
give an OEM appearance, quality and fit. The incorporated Bosch boost
overrun system is designed for smooth off-throttle cruising
and deceleration with clean emissions. The crankcase
ventilation sytem is designed to cope with positive
pressure and high flow OEM injectors are supplied to
fit as direct replacements without modification to the injector
rail. A removable plastic air box is provided
with the K&N induction filter for those who use their
vehicles in persistently wet climates.The VF supercharger
system remains fully OBD2 compliant and is supported by a
1 year unlimited mileage warranty on the product only. Installation
can be performed in approximately 14-16 hours and is non-intrusive,
allowing it to be fully reversible.
Some other facts about the VF kit versus the competition:
The Vortech supercharger is a much larger unit and therefore has a superior flow rate over the competition.
The Vortech unit [centrifugal] runs at approximately half the impeller speed when compared to a typical planetary unit at like-for-like boost levels.
The Vortech unit is capable of creating up to 20psi [application dependent] and therefore has greater potential for higher power levels.
The Vortech unit does not need its own separate oil cooling system with reservoir and extra radiator.
Vortech units have been on the market for over 15 years in the US, many many times longer than the competition.
VF's air/water cooling system is far superior to any air/air intercooler which is why VF makes 460whp on 91 octane without water/meth injection.
VF's Stage2 makes the same power as the competitor kit but with less boost and less octane. VF only needs 8psi and 91 octane.
With the basic details and facts laid out as above, there is every reason to buy a VF kit for your E46 M3.
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Above left: 2005 M3 engine installed with VF-Engineering stage 1 supercharger. Aluminum air/water cooled replacement manifold fits beneath stock stress bar and without any modification to stock components. Water lines are cleanly routed to and from the manifold and reservoir via a Bosch water pump.
Above right: OEM water radiator fits under front bumper with no modfications at all. Custom VF plastic molded ducting is used on all VF kits for ultimate quality and fitment. Bosch injectors used fit as direct replacement without modification to injector rail. CNC machined billet aluminum for superior strength and optical effect. VF powder coated intake water cooled intake manifold.
Streetsport 4.0-4.5 psi cast manifold sytem Vortech V3 SQ-SC trim Type-R Bypass system High flow fuel injectors Streetsport GIAC ECU flash upgradeable to stage 1 350whp on 91 octane |
Stage 1 5.5-6.0 psi Air/water slide in core OEM cooling system Water reservoir and pump Bypass spring upgrade Stg1 GIAC ECU flash Upgradeable to Stage 2 400whp on 91 octane |
Stage 2 8.5-9.0 psi OEM tensioner upgrade Stg2/3 fuel injectors MAF upgrade conversion Stg2 GIAC ECU flash Tested with headers Tested with Euro M3 cats 470whp on 91 octane |
Project Stage 3 15-16 psi T-trim supercharger Motor build ugraded pistons upgraded rods Custom GIAC ECU flash apprx 560+ whp on 91 octane |
Every aspect of this kit has been fully engineered for high quality fitment and highly demanding performance and expectation. VF's in-house horizontal, turning and milling CNC's and plastic molding plant, GIAC's industry reputation and track record, and Vortech's reliability have been fully exploited to create a product with internationally un-rivaled material technology, quality, and performance.
Not all vehicles respond identically to engine modifications which is why it is important to consider the "delta", or relative power increase, measured on the same dyno before and after modification. Power gains shown by VF have been found to be accurate on test vehicles on 91 octane at sea level. VF does not guarantee that all engines will make the same power numbers. The GIAC software adapts just as the OEM software and a slight increase in performance may be expected from the use of higher quality fuels such as 93 octane. Power gains may vary according to factors such as altitude or vehicle condition. VF installs its systems in house as means of continuous product monitoring. All vehicles are dyno'd pre-install and the stock E46 M3 typically delivers 265-275whp on 91 octane. VF-Engineering is not responsible for pre-existing or consequential wear and tear of your vehicle. It is an assumed owner responsibility to ensure your car is adequately upgraded to support power enhancements.
VF's testing of EGT and wide band O2 was performed from sensors installed in the OEM header. Technicians logged individual cylinder exhaust gas temperatures as well as Air/Fuel ratio in each exhaust bank (pre-catalytic converter).
May 07 - VF's M3 system has rapidly become one of the most popular choices of enthusiasts seeking a no-nonsense, reliable power upgrade. With superior installation/technical support direct from VF and from a large dealer network, you will be glad that you chose VF.
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Headers/Cats - VF's test cars did not require the headers/cats to be upgraded for stage 1. Adding an aftermarket header may not neccessarily improve engine performance but may become neccessary due to, reduced life expectancy of stock cats with increased power levels.
Pressure testing by VF engineers accross the cat and between the cylinder head and cat has shown sufficiently low readings with upto 8psi of intake manifold pressure. Arduous or track driving may require a clutch upgrade, but VF testing for stage 1 has been performed with BMW stock clutch and the full stock exhaust
system. Sports cats are compatible providing that, the quality of the Cat material and cell density is sufficiently high. Depending on the extent of wear, stock cats may eventually need upgrading.
Upto date (12/23/07) Stage 2 testing has been carried out with aftermarket headers and European OEM M3 catalytic convertors. VF is not responsible for the reduced life expectancy of your stock catalytic convertors. VF does not endorse altering the ECU diagnostics and
software to remove "Catalytic inefficiency" DTC codes caused by certain aftermarket headers.
ECU tuning/recalibration with forced induction systems that retain the Mass Air Flow (MAF) is extremely complex. VF retains the MAF in its E46M3 systems and does not disconnect the MAF to operate the vehicle in "speed density/safety" mode also know as "Alpha-N". Disconnecting the MAF on the M3 will prevent the ECU from seeing "real-time" air flow
readings and the ECU then relies on the Throttle Position Sensor for an interpolated value. VF engineers went one step further
by replacing the M3s MAF to a more reliable Hitachi MAF. This MAF has a track record for reliability and consistency in the aftermarket on upto 800hp systems. With real time fuel trimming from MAF metering, the ECU calibration performed by GIAC allows the car to function as a stock vehicle would.
Suggested tool - "Key-USB" from www.ross-tech.com This OBD2 scan tool operates from a PC laptop and puts you in control of monitoring your OBD2 system and fuel trims. It does not have the ability to clear adaptations but will allow you keep check of your ECUs operation.
Gauges are highly recommended for all stages of power upgrades to allow the driver to monitor max boost and air fuel ratio. Cold weather can yield greater boost levels which can be dangerous - keep an eye on this by installing a boost gauge. "Wide Open Throttle" air fuel mixtures change based on the adaptation of the ECU. Use a "wide band"
dedicated oxygen sensor kit to monitor your air fuel mixture.
Octane ratings play a large effect on the performance of your engine. Always use minimum 91 octane. Where possible higher octanes will yield greater power output and safer ignition. Race Track use exerts increased load and demand on your engine. The use of 100 octane minimum is recommended for track use.
This product is not compliant with the California Air Resourse Board and not for use on public roads in California. This applies to any aftermarket product that does not display a CARB EO#.
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PRODUCT FEATURES |
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PRODUCT FEATURES |
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SPECS |
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SPECS |
 E46 M3 Stock vs Stage 1 TQ & Boost
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MEDIA FEATURES |
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FAQs
(Coming Soon) 
