Products

22mm bars with 3 adjustable holes for where you would like your end links to be mounted.  This will give the driver 3 distinct and unique driving preference. Our NLA Sway Bars are made from solid steel, powder coated to fight corrosion.  The benefits for a sway bar are as follows:

• Reduces body roll when driving in curves and during fast changes of direction.
• Reduces body roll on lowered, standard height and lifted cars.
• Reduces wheel loading difference between the inside and outside wheels during cornering.
• Reduces understeer.

24mm tubular bars with 3 adjustable holes for where you would like your end links to be mounted.  This will give the driver 3 distinct and unique driving preference. Our NLA Sway Bars are manufactured from solid steel using precision bending equipment. We powder coat the entire bar with our iconic eye popping NLA Orange or deep Black to stand out from the crowd but primarily to fight corrosion.  The benefits for a sway bar are as follows:

• Reduces body roll when driving in curves and during fast changes of direction.
• Reduces body roll on lowered, standard height and lifted cars.
• Reduces wheel loading difference between the inside and outside wheels during cornering.
• Reduces understeer.

Brand new 1/18 scale diecast model of Adjustable Four Post Lift Blue for 1/18 scale model cars by Greenlight. Brand new box. Adjustable height. Raises and lowers. True-to-scale detail. Limited edition decoration. Adjustable/removable ramps. Does not come with the car shown. Made of diecast with some plastic parts. Great for spicing up large scale diorama scenes. Perfect for displaying your favorite 1/18 scale vehicles.

Unfortunately, this has been one area that often gets less attention than it deserves when strengthening the suspension on your MINI.  The Endlink, the swaybar and the trail arm work together to give you that best result from your suspension.  Our NLA Parts Endlink option is an upgrade from the OE which tends to flex and bend and ultimately break.  Our Links are manufactured in our CNC shops right here in the USA from a 6061 aluminum alloy.

Aluminum Race pedals for MINI Coopers - Automatic Transmission
Gas and Brake Pedals set.

UUC's pedals for the MINI is more than just "dress up"... the super-grippy texture provides better anti-slip characteristics than rubber.

Brand new 1/18 scale diecast car model of BMW 2002 tii Yellow with Black Stripes die cast model car by Kyosho. Brand new box. Real rubber tires. True-to-scale detail. Has carpeted interior. Officially licensed product. Has opening hood, doors and trunk. Made of diecast with some plastic parts. Manufacturer's original unopened packaging. Detailed interior, exterior, engine compartment. Dimensions approximately L-9.25, W-3.5, H-3 inches.

The advent of an adjustable clutch stop lets the driver specifically set the ideal point of reference where the clutch pedal stops just after the clutch mechanism disengages. Therefore, once set properly, the gas pedal may be applied immediately after the clutch pedal is released.
This lets the driver shift with one less item to worry about, actually forcing them to become smoother. The clutch stop works on many BMWs (including the E46 models with slight modification to the clutch-sensor switch).
Works on these models only:
1992-1999 E36 3-series/M3
1996-2003 E39 5-series/M5
1999-2006 E46 3-series/M3
1996-2001 Z3/MZ3
V3.0 - 3/9/05

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)