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      06-09-2009, 03:03 PM   #1
tom @ eas
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Drives: BMW
Join Date: Nov 2005
Location: Anaheim, CA

iTrader: (17)

Garage List
2010 BMW M3  [5.00]
2015 BMW M4  [3.50]
▀▄ eas | Rogue Engineering E9X M3 OCTANE SSK DIY instructions


(description from the RE product website)

A. 6061-T6 ACQ Billet Carrier - Painstakingly CNC machined from a block of aluminum about the size of a brick, this carrier has incredible strength and rigidity over a stock component. It incorporates Rogue Engineering's Pivot Relocation Cup, to raise the pivot point of the shifter higher, allowing the shifter more drivetrain clearance. For additinoal strength, the rear of the carrier has a steel spike to secure to the mounting point of the vehicle. An important feature is that it realigns the selector rod so that it is near the factory position, preventing off-axis forces against the transmission's selector rod gear joint, preventing shifting notchiness. If you wonder why Rogue Engineering's shifters have always been the SMOOTHEST shifters on the market, this is one of many small details which allow many of our customers to recognize the ingenuity of RE OCTANE SSKs.

B. Our OCTANE shifter lever may seem like the same lever we use in our other kits, but at a closer glance, you will see that it incorporates a double bend, to emulate the factory shifter lever. In essence, the top of the factory lever is moved backwards, approximately 1/2 from the axis of the lower part of the shifter. Other companies have made the mistake of only bending the top of another factory lever backwards, hoping to solve this ergonomic challenge. However, bending the top of the lever back only tips the shift knob towards the driver, and does not emulate the factory position accurately.

C. Rogue Engineering's Self-Adjusting Pivot Point (SAPP) is still used in our E9X M3 application, proving that our simple and effective method of lower pivot tension control maintains reliability, durability, and longevity. Just ask the 50% of the Grand Am Koni Challenge teams racing with Rogue Engineering shifters in their cars.

D. We replace the hollow, factory selector rod with a heavier, TIG welded, stainless steel replacement. This adds additional mass, over the press-tube construction of the factory part. This helps the shifts in the vehicle feel factory smooth, while allowing for the reduced throws. Our weighted selector rod is twice the mass of the factory part (factory is 120g, ours is 245g).

E. We use factory replacement pivot cups and locking circlips to secure the shifter together. These are the same components used in all current model BMWs.

Let's begin:

1. Start by pulling off the shifter boot (pulls upward)

2. Gripping tight on the shifter knob - pull upward. Be sure to keep your face and sunroof (if equipped) out of reach as this can be potentially dangerous when pulled free

3. Disconnect shifter illumination connector

4. The insulating foam will need to be removed next, this can be pulled free from the shifter console while allowing the console to remain in place

Foam insulator removed

5. Lift vehicle or raise on jackstands

6. Remove skid plate and transmission felt liner

7. Unplug O2 sensors from catalytic converters (4 total)

8. Remove felt skidplate from bumper

9. Remove exhaust brackets/hangers

10. Remove band clamps from after resonators

11. Exhaust section coming down

12. Exhaust removed for easier access to shifter

Tom G. | european auto source (eas)
email: web: tel 866.669.0705 ca: 714.369.8524 x22


Last edited by tom @ eas; 06-09-2009 at 03:38 PM.