A few snags popped up, because a car was being worked on. BMW's starter bolts have a reduced-size head that tends to round off if the bolt has gone a long time without being removed. Have new ones ready. Project 325's guibo was ruined by ATF leaking from the transmission's selector shaft seal. It's good to plan on replacing the guibo and driveshaft bushing anyway "while you're in there"-it's cheap insurance. evosport replaced the leaking selector shaft and engine rear main seals, taking the time to do the job right.

I was immediately pleased with the action of the M5 clutch. It is O.E., and has all the civility one would expect. Engagement is smoother, because there is a clear indication of its beginning. The stock flywheel tended to wind up at the beginning of engagement, masking the signal, and then recoil just as the clutch began to transfer torque. Shifting also tended to be accompanied by a lurch, as I stay on the throttle late and get on it early. The Stage II flywheel makes those habits smoother. Driveline lash is also noticeably reduced in gear; throttle inputs in a corner are more precise, acceleration when the throttle is opened sharper. Power delivery is more precise in every way with the Stage II flywheel, the car more responsive and enjoyable to drive.

I have lived with the UUC Stage II flywheel and Ultimate Short Shifter for a few months. The clutch has already survived abuse that would have destroyed the old one. Both clutch and shifter have improved with break-in. Where I used to be able to hear a small amount of gear chatter at idle, pressing the clutch in now makes no difference in sound. I'm running Red Line D4 ATF, not a noise-silencing heavier lube.

The shifter began as almost undriveable in this car. Merely notchy around town, it simply would not move into the next gear quickly if shifted at redline. I adjusted the height to maximum, and effort was significantly reduced. With more miles, it has become smoother, but it still sometimes hangs up going into third or fourth, even puttering around town. I don't know whether to complain about the UUC shifter, BMW's choice of transmission, or unknown internal wear that has occurred over 100,000 miles. Rifle-bolt precision is not as important to me as being able to get to the next gear quickly. My jury is still out on the Ultimate Short Shifter until I play with it some more, and maybe try a competing product.

I had been dissatisfied with UUC's red transmission bushings and tranny mount enforcers. Vibration was transmitted into the cabin at 1200 and 2000 rpm, with a general harshness in the 3000 to 4000 range. T.C. Kline noticed it when checking out his suspension installation, saying he'd never observed it and it wasn't right for a BMW. Discussion with UUC's Rob Levinson, as well as dealers and users, raised improper mount installation and a failing dual-mass flywheel as possible causes. With the Stage II flywheel installed, both were eliminated as culprits, but the vibration remained, if slightly reduced. Switching to UUC's black transmission bushings and no enforcers eradicated the noise, turning Project 325 back into a BMW.

If you were paying attention last month, you noticed UUC Motorwerks' Stage II flywheel was chosen as one of european car's Select Gear items. I am that happy with it. Project 325 still isn't perfect, but it's much closer to being the car I've hoped it would be.

SOURCE
Evosport UUC Motorwerks
Import Parts Specialists
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