[GMP Performance]

Nothing that can make every drive more satisfying like the "snick-snick" feeling of a precision shifter. Too bad BMWs are not known for that, and that is where UUC Motorwerks steps in. UUC's design focuses on precision-machined pieces, "massive overkill" designs, race testing and the finest of materials, all combined into a short shifter kit that's hard to beat. To help you get all the advantages of UUC's shifter kits, we are offering a special, just for you guys. For a limited time, get 15% off of the part and HALF OFF installation! If you want all the advantages of a short shifter at a fraction of the cost, contact us now!






About the UUC Short Shifter for the E46 M3




UUC's years of shifter experience and continual development have resulted in a major upgrade to our product, the all-new EVO3.

What's new with EVO3? Everything.

Every part of the EVO3 has been changed from EVO2. Superficial appearance shows little difference, but every internal component, dimension, and hardware piece has been changed. While keeping within the basic design of the earlier EVO2, the EVO3 is as close to a "clean sheet" design as possible.



Important upgrade points:

Subjectively 20% effort reduction compared to EVO2, very close to stock effort feel. This is accomplished by a complete reconfiguration of lever dimensions, linkage geometry, and all friction and pivot points in the assembly.

This results in the smoothest and least-notchy shifter available. Due to the increased precision and smoothness of the assembly, shift effort is only slightly increased over the original BMW setup.

The exact same 35% reduction in shift travel (100mm from 3rd gear to 4th gear total travel) is retained at stock height, and down to over 40% when height is adjusted to the short end of the adjustment range.


Completely self-contained and self-adjusting primary pivot bearing assembly. Unlike the original BMW pivot bushing cup setup, our new bearing system is not open to outside contamination (underside of the car in the BMW shifter assembly is exposed to road dirt) and will retain lubrication, keep out the grit that "roughens" a shifter feel over time (and destroys plastic ball pivots like the OE and many aftermarket units), and positions the shifter assembly perfectly for ideal linkage alignment.


New full-length internal vibration absorbing material that surpasses any OE or aftermarket material for longevity and retention of design specifications.

New standard lower pivot bearing setup with enhanced ease of installation.




DSSR Info:

The goal.

While producing a "short" shifter, our more important goal in improving the BMW shifter assembly is to increase the precision and smoothness of the overall operation.

The problem.

One significant wear area that has never been addressed previously is the wear and ovalization of the linkage connection points at the transmission and the shifter's lower pivot.

In the original BMW design, the connection at both ends has a large injection-molded plastic bushing. We already know how badly plastic wears in an automotive application, and these areas are not an exception. The design of the selector rod has a pin at 90° to the main rod, which exerts a tremendous amount of leveraged force on the selector joint bushing from one side (known as a single shear force). The result is a steady deformation of the bushing, resulting in looseness and slop in the entire mechanism.

The looseness and slop are magnified by the leverage-multiplication effect of the shift lever itself. The result is an in-gear shifter "free play" of 3/4" and up to 1" in either direction, over 35mm total.

The cure.

A temporary fix is to simply replace the selector joint. Unfortunately, this is only a temporary fix as the new joint's bushing will exhibit the same rapid deformation. To permanently fix this, a change in the fundamental design of the pivot is required, changing the assembly to a double shear system with the UUC Double Shear Selector Rod (DSSR).

The DSSR redistributes the torsional forces from the pin/bushing interface to the complete face area on both sides of the selector joint. By taking advantage of the strength of steel in the DSSR and the body of the joint, the problem of deformation is eliminated and the movement of the selector rod correlates directly to movement of the selector joint - the only "free play" movement remaining in the shifter assembly is from within the transmission itself. In-gear "free play" is reduced to approximately 10mm total when used with a UUC EVO3 shifter.

The original BMW shifter and all other aftermarket shifters (except UUC which uses deformation-free bearings) contain a plastic bushing similar to the selector joint, and the exact same wear and ovalization causes those shifters to get sloppy. The DSSR permanently fixes these shifters also. The DSSR is compatible with all brand shifters, whether original BMW or other-brand aftermarket. When used with the original BMW shifter or other aftermarket shifters, the amount of "free play" will be greatly reduced but varies by shifter (flexation of the shifter shaft contributes to the total "free play" travel).


No other solutions.

While there are other replacement selector rods sold in the aftermarket (including "no tolerance" brass and "heavy" selector rods), none of them will get rid of the slop and "free play" in the BMW shifter assembly. These alternate products are not actually improving the shift feel at all, but are simply rods with alternate geometry (either bent or twisted), an accommodation to make the "universal fit" aftermarket shifters fit properly.

These other aftermarket shifters, even with their "heavy" selector rods, will still be as sloppy as the original BMW shifters they are replacing. While the throw may be shorter, the precision of the assembly is no better than a new BMW part, and will develop the same slop within a few thousand miles.





To find out more about the UUC Ultimate Short Shifter Kit, click here or contact us!

[manari06]

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