Porsche 7MM SPACERS, SET OF 2 • Split Finish Wheel Packages • Kit Includes Silver Spacers and All New Black Wheel Bolts at the Appropriate Longer Length and Locating Pin

• All RSS Wheel Spacer Kits Come In Pairs, Include Locating Pin & Longer Wheel Bolts Where Applicable

• Available in 5mm, 7mm, 15mm & 18mm Sizes

• Hubcentric Design Where Applicable

• Most Kits Available in Silver or Black with Matching Silver or Black Wheel Bolts

• Combination Finish: Silver Spacers with Black Wheel Bolts

• Made at RSS in the USA with Premium Grade Materials

• Satisfaction & Fitment Guaranteed

Porsche 15MM SPACERS, SET OF 2 • Split Finish Wheel Packages • Kit Includes Silver Spacers and All New Black Wheel Bolts at the Appropriate Longer Length and Locating Pin

• All RSS Wheel Spacer Kits Come In Pairs, Include Locating Pin & Longer Wheel Bolts Where Applicable

• Available in 5mm, 7mm, 15mm & 18mm Sizes

• Hubcentric Design Where Applicable

• Most Kits Available in Silver or Black with Matching Silver or Black Wheel Bolts

• Combination Finish: Silver Spacers with Black Wheel Bolts

• Made at RSS in the USA with Premium Grade Materials

• Satisfaction & Fitment Guaranteed

608 - Harmonically Damped - Underdrive Performance Pulley Kit (986, 987, 996, 997)

The RSS Harmonically Damped Underdrive Pulley is ideal for engines that are running light weight flywheels, engines that are built - bored/stroked and engines that are driven hard.

• Offers improved HP & TQ by reducing drag from the power steering pump, A/C, water pump and alternator without detrimental effects on said ancillary systems.

• Dampens/reduces internal engine harmonics for improved engine performance, efficiency and longevity. 

• Recommended for street or track use

Fits on all Porsche 986, 996, 987, 997 models. Does Not Fit 2.9L (multi hole crank pulley pattern), DFI engines, GT2, GT3 and Turbo.

Installation tool (wrench) and new OEM Pulley Washer included:

Dyno Image shows HP & TQ gain on 2005 997.1 Carrera S:
Baseline Dyno Run Mods: OEM Crank Pulley, OEM Software, Cargraphic Headers, Hi flow 200 Cell Cats, and Medium Sound Cargraphic Sport Mufflers
Modified Dyno Run: Added RSS Pulley (Part #608) to baseline car with existing mods:
+16 HP / +8 ft lbs TQ

*NOTE: We recommend using/sourcing a new OEM Crank Shaft Pulley Bolt for your specific vehicle when installing the RSS Pulley. (Not Included with 608 Kit)

We recommend using the appropriate length belt RSS # 6PK which can also be purchased on our website.

MADE IN USA

Track Tested and Validated by RSS M2 CSR with Girodisc. Direct replacement for OEM Alcon Rotors. 

• Fits: 2020+ BMW F87 M2 Club Sport Racing (450HP) - Giro disc Front Rotors - (A2-296)
• Dimensions: 355mm x 32mm
• Weight: 19.2 lbs. per rotor

Track Tested and Validated by RSS M2 CSR with Girodisc. Direct replacement for OEM Alcon Rotors. 

• Fits: 2020+ BMW F87 Club Sport Racing (450HP) - Giro disc Front Rotors - (A1-296)
• Dimensions: 389mm x 35.6mm 
• Weight: 26 lbs. per rotor

Double Shear Selector Rod

This part fits:

1994-1999 M3 5-speed (AFTER  9/94 production - earlier uses DSSR189)

1996-1999 328i

1994-1995 325i (AFTER 9/94 production - earlier uses DSSR189)

1989-1994 E34 M5 5-speed ONLY (6-speed uses DSSR147)

All kits include two DSSR pins, two "U" clips, shims and grease.

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.

© 2021 UUC Motorwerks

Double Shear Selector Rod

This part fits:

2000-2004 M5

1997-2004 540i

All kits include two DSSR pins, two "U" clips, shims and grease.

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.

© 2021 UUC Motorwerks

Double Shear Selector Rod

This part fits:

2001-2006 M3 6-speed

All kits include two DSSR pins, two "U" clips, shims and grease.

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.

© 2021 UUC Motorwerks

Double Shear Selector Rod

This part fits:

E90/E92 M3 6-speed manual transmission

All kits include two DSSR pins, two "U" clips, shims and grease.

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.

© 2021 UUC Motorwerks

Engine Mount - Racing version PRICED PER PAIR

This part is intended for race/track cars and combination street/track cars. Some additional vibration may be experienced.
It is recommended to pair these with any of our performance Transmission Mount sets, sold separately.
To meet the demanding needs of racers, the new urethane engine mount features a hybrid design sharing features of standard rubber mounts and solid metal racing mounts:
* High-durometer urethane bushings are stiff enough to provide nearly flex-free support, yet still absorb some amount of vibration.
* Virtually eliminates flex and bushing separation from powertrain rotational forces (especially with high-powered cars).
* Direct-fit design with correct anti-rotation nub ensures hassle-free installation on any 1992-2005 3-series, M3, Z3, Z4, and E9x M3.
* Stainless steel hardware.


FITS:

E46 1999-2005 M3, 330, 328, 325, 323 (not for Xi models)
E36 1992-1999 M3, 328*, 325*, 323*, 318
all Z3
all Z4 (E85 chassis through 2008)
E90/E92 2007-2012 M3
* Not for E36 328/325/323 convertible

Ultimate Short Shifter for 525i, 528e, 535i/is, E30 M3, E28 M5, E24 6-series

UUC's Ultimate Short shifter has been rated #1 over all competing brands in a major BMW enthusiast magazine. Simply put, there is nothing better available at any price.

CLICK HERE for more technical information.

For the USSE5 application:

• Pre-1986 applications do not need delrin carrier bushings, so they are not included. This application pre-built with correct spring and bushings for early-style carrier. Lower pivot bearings included.
• 1986-1994 models incude delrin carrier bushings and lower pivot bearings.
• 1995+ models do not use Delrin carrier bushings, so they are not included.

For 6/1986 build date and later E30/E36/E46 318, 320, 323, 325 (all models except iX/Xi)

IMPORTANT: THIS PART NUMBER FOR MODELS BUILD 6/1986 AND LATER.

UUC's Ultimate Short shifter has been rated #1 over all competing brands in a major BMW enthusiast magazine. Simply put, there is nothing better available at any price.

Note for E30 models: DSSR187 is only for "i" or "iS" models.

Extended Bolts Hex 17 M12x1.25x36mm 60 degree

Fits with an 8mm wheel spacer setup for MINI Coopers (Please research thoroughly for other manufacturers setup)

Extended Bolts Hex 17 M14x1.25x43mm 60 degree

Fits 15mm spacer for MINI Cooper application and other set ups.  (Please research accordingly for the other set ups)

Extended Bolts Hex 17 M14x1.25x43mm 60 degree  Zinc Plated

Fits 15mm spacer for MINI Cooper application

Extended Bolts Hex 19 M14x1.5x37mm with a floating moving washer 

Fits with an 7mm wheel spacer setup for Porsches (Please research thoroughly for other manufacturers fitment setup)

Extended Bolts Hex 19 M14x1.5x45mm with a floating moving washer 

Fits with an 15mm wheel spacer setup for Porsches (Please research thoroughly for other manufacturers fitment setup)

 FRONT BRAKE PADS

HB560B.677, HB560F.677, HB560Z.677

 Ultimate Braking Performance for Your Street Vehicle

When we say "Race Proven. Street Legal", we mean it. Hawk Performance has been at the forefront of friction products in the racing industry for years. Now you can get that same "race proven" materials and brake pad technologies for your "street legal" car.

Hawk Performance offers a premium, high performance, ultra-low dust, low noise compound called Performance Ceramic.

Performance Ceramic is engineered to reduce brake NVH (Noise, Vibration and Harshness), creating a quieter performing brake pad. Furthermore, the ceramic brake pad formula has a linear friction profile that allows your ABS brake system to work more effectively. With Performance Ceramic you can expect reduced brake pad wear, lower dust output levels and a rotor-friendly brake pad.

All Hawk Performance Performance Ceramic brake pads provide a limited lifetime warranty, ensuring products to be free of defects from manufacturer’s workmanship and materials.

HB560x.677 (x=F,B,Z) x represent the different code letters corresponding to the type of compound the specific brake pads are made of and their individual characteristics. 

Please read below for detail descriptions;

HB560B.677

• Code: B
• Optimal Range: 100-550 F optimal temperature range
• Min/Max: 100-750 F operating temperatures

• Aggressive torque
• Great rotor & pad wear life
• Smooth & predictable control
• Designed to deliver high deceleration rates
• Consistent brake release characteristics for a smooth braking feel
• All Hawk Performance compounds are not compatible with carbon ceramic rotors. Hawk pads are designed to work with Iron/Metal rotors.

--------------------------------------------------

HB560F.677

• Code: F
• Optimal Range: 100-500 F
• Min/Max: 100-700 F

• Smooth braking feel

• Excellent for spirited driving
• Gentle on rotors and extended pad life
• Consistent brake release characteristics
• Increased stopping power
• All Hawk Performance compounds are not compatible with carbon ceramic rotors. Hawk pads are designed to work with Iron/Metal rotors.

--------------------------------------------------

HB560Z.677

• Code: Z
• Optimal Range: 100-450 F optimal temperature range
• Min/Max: 100-650F operating temperatures
• Strong & balanced initial bite, hot or cold
  
• Greater fade resistance
• Ferro-Carbon friction
• Low dust output
• Excellent pad & rotor life
• All Hawk Performance compounds are not compatible with carbon ceramic rotors. Hawk pads are designed to work with Iron/Metal rotors.

 HB560G.677

Hawk DTC-60 are great for heavy autocross applications to full racing with a high torque and temperature compound. Designed for high speed applications.

• Superior release and torque control

• Very low abrasive rotor wear
• Popular choice on lightweight front axle applications, with or without ABS
• Applicable to NASCAR/NASCAR modified, ARCA, Super Late models, pavement circle track, Pro 2/Pro 4 Off Road Trucks/Pro Lite, Sports Car/GT/GS, Open Wheel/Formula
• All Hawk Performance compounds are not compatible with carbon ceramic rotors. Hawk pads are designed to work with Iron/Metal rotors.

  Ultimate Braking Performance for Your Street Vehicle

When we say "Race Proven. Street Legal", we mean it. Hawk Performance has been at the forefront of friction products in the racing industry for years. Now you can get that same "race proven" materials and brake pad technologies for your "street legal" car.

Hawk Performance offers a premium, high performance, ultra-low dust, low noise compound called Performance Ceramic.

Performance Ceramic is engineered to reduce brake NVH (Noise, Vibration and Harshness), creating a quieter performing brake pad. Furthermore, the ceramic brake pad formula has a linear friction profile that allows your ABS brake system to work more effectively. With Performance Ceramic you can expect reduced brake pad wear, lower dust output levels and a rotor-friendly brake pad.

All Hawk Performance Performance Ceramic brake pads provide a limited lifetime warranty, ensuring products to be free of defects from manufacturer’s workmanship and materials.