Retrofit of Dynamic ESA

Retrofitting Dynamic ESA Pro is complex and generally not supported by BMW Motorrad for bikes not originally equipped with it. Instead of a factory retrofit, riders often upgrade components or use plug-and-play aftermarket systems to add Dynamic ESA functionality. 

The key distinction lies between BMW's earlier Electronic Suspension Adjustment (ESA) and the more sophisticated, semi-active Dynamic ESA Pro. A true factory retrofit of Dynamic ESA Pro would be impractical due to the deep integration of the software and sensors required. 

Dynamic ESA vs. ESA I and ESA II

Understanding the different levels of BMW's electronic suspension is critical to understanding what can be retrofitted.

Feature 

ESA I & II (Older)

Dynamic ESA Pro (Newer)

Adjustment

Damping and spring preload are only adjusted by the rider while stationary, or by selecting a riding mode.

The system automatically and continuously adjusts damping in real-time based on road and riding conditions.

Control

Uses stepper motors to change settings when commanded.

Uses solenoid-controlled valves for rapid, real-time damping adjustments.

Inputs

Relies on the rider's manual input for settings.

Gathers real-time data from various sensors, including suspension travel sensors and the bike's Inertial Measurement Unit (IMU).

Aftermarket alternatives for Dynamic ESA Pro

For motorcycles that do not have Dynamic ESA Pro from the factory, the most common "retrofit" methods are aftermarket solutions. These upgrades often involve replacing the original shocks but retain the factory electronic controls.

• Tractive Suspension: Offers "Plug & Play" ESA shocks that connect directly to the original BMW wiring harness and are controlled via the factory buttons. This retains the full functionality of the Dynamic ESA system while improving performance and reliability.

• Maselli Suspension: Provides an ESA shock absorber that works with the bike's original preload system, spring, and electronic controls, allowing for a performance upgrade without compromising the electronics.

• Touratech Suspension: Offers "Plug & Travel" ESA replacement shock sets that integrate with the original BMW ESA controls. 

Retrofitting "Pro" riding modes

A separate "retrofit" that can be confused with a suspension upgrade is adding the "Pro" riding modes. This does not install Dynamic ESA Pro but unlocks additional ride mode features on compatible motorcycles.

• Method: This is typically done by installing an official BMW "coding plug" chip under the motorcycle's seat.

• Functionality: This enables additional modes like "Dynamic Pro" and "Enduro Pro," which offer advanced, customizable settings for throttle response, traction control, ABS, and wheelie control.

• Software update: Accessing all customizable settings requires the bike's software to be updated at a dealership

Attempting a factory Dynamic ESA retrofit on a non-ESA BMW is highly complex and not supported by the manufacturer. The original system relies on deep integration with the motorcycle's electronics, including multiple control units, sensors, and wiring harnesses that are not present on a non-ESA bike. 

Instead, the only practical path is an aftermarket conversion. This involves installing new shock absorbers with built-in electronics that can be controlled with existing or added switches. These systems provide automated adjustments but are not a true factory "Dynamic ESA" system. 

Option 1: Aftermarket conversion with remote control

This method uses a fully independent aftermarket electronic suspension system, bypassing the bike's stock computer. It is the most robust solution for a non-ESA bike.

Components needed

• Aftermarket semi-active shocks: These include integrated motors and solenoids for automated damping and preload adjustment. Examples include higher-end offerings from Öhlins, Wilbers (WESA-X), or Tractive (DDA).

• External control unit: This unit receives input from sensors and controls the shocks.

• Handlebar-mounted switch: A separate switch is added to the handlebars to allow the rider to select settings.

• Installation kit: This includes all necessary wiring harnesses and mounting hardware. 

Retrofit procedure

1. Remove the stock suspension: This includes the manually adjustable front and rear shock absorbers.

2. Mount the new suspension and components: Install the new electronic shocks, mount the external control unit in a suitable location (often under the seat), and fit the new switch on the handlebar.

3. Run the new wiring: Route the supplied wiring harnesses to connect the new shocks and the handlebar switch to the external control unit.

4. Connect to power and sensors: Connect the control unit to a power source. The system may also require connecting to existing bike sensors, though some modern units use internal sensors and only need a power connection.

5. Initial calibration: Follow the manufacturer's instructions for the initial setup. This typically involves lifting the bike to unload the wheels and running a calibration routine to teach the system the suspension's full range of travel. 

Option 2: Aftermarket "plug-and-play" conversion

This method is only an option if the aftermarket manufacturer offers a kit compatible with the specific year and model of your non-ESA motorcycle. It re-purposes some of the factory controls.

Components needed

• Aftermarket ESA-compatible shocks: Manufacturers like Tractive and Touratech offer kits designed to be integrated into BMWs with existing, but non-Dynamic, ESA systems. A non-ESA bike would also need additional components.

• Factory ESA switches and wiring harness: You would need to purchase and install the original BMW ESA buttons and wiring harness to integrate with the aftermarket shocks.

• Suspension travel sensors (for semi-active functionality): Dynamic ESA requires front and rear travel sensors, and you would need to install these as well. 

Retrofit procedure

1. Install factory electronics: Fit the factory ESA switches on the handlebar and install the required wiring harness for the ESA system.

2. Install sensors: Fit the suspension travel sensors on the front and rear of the motorcycle.

3. Install aftermarket shocks: Replace the manual shocks with the aftermarket ESA-compatible versions.

4. Code the bike: This is the most complex step. While a diagnostic tool like a
   GS-911
   can recalibrate an existing ESA system, retrofitting the entire system requires expert-level access to the bike's central control units (ECUs). An authorized BMW service center or a very advanced specialist would need to enable the ESA software feature in your motorcycle's ECU, a procedure that is generally not supported for non-ESA vehicles.

5. Calibrate the system: With the new components installed and the feature potentially enabled, perform a calibration using a diagnostic tool. 

Considerations for non-ESA to Dynamic ESA retrofit

• Cost: The total cost of an aftermarket retrofit can be substantial, often rivaling or exceeding the cost of the factory option on a new motorcycle.

• Reliability: Aftermarket systems can be very reliable, but they are still a modification. Choosing a reputable brand and installer is essential.

• Complexity: The "plug-and-play" method on a non-ESA bike is the most complex as it requires advanced access and modification of the bike's core software. Most owners opt for the self-contained aftermarket system.

• Performance: High-end aftermarket suspension systems may offer better overall performance than the stock BMW Dynamic ESA, but with less integration with the factory riding modes