UUC MOTORWERKS

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.

NEW! EVO3 fits '95-'99 M3, '96-'00 328, '01-'03 330

EVO3 shifters featuring lower shift effort.

NOTE: EVO3 shifters include cartridge bearings and Delrin carrier bushings standard.

What makes the UUC Motorwerks short shifter kit so good is the engineering and attention to fine details, many different points that add up to tremendous differences in how the unit works and feels.

We use our own precision-machined pieces, all "massive overkill" designs, race-tested to ensure they easily surpass the rigors of street use.

Upper lever section is height-adjustable for driver comfort and personalized ergonomics. Simply loosen, slide lever to preferred height, and re-tighten.



CNC-machined stainless steel lower section features integral pivot ball and self-adjusting primary pivot bearing. No welds, no plastic.

Special features that make the "Ultimate Short Shifter" unique:
100% CNC-machined 303 stainless steel construction.
UUC's "massive overkill" design philosophy exemplified. The precision machining of these shifters makes them feel like a solid one-piece design that still absorbs vibration via the rubber inner section. They do not come apart or flex like "clip together" shifters.
Height-adjustable design.

Ultimate Short Shifter for E46 M3
new EVO3 includes cartridge bearing lower pivot and carrier bushings.

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.

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.

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

BLUE ISOLATED recommended for street cars that see track use or have higher power levels.

New mechanical retention system on all UUC isolated transmission mounts (red or black) and engine mounts. This design uses a bonded end plate plus an inner plate embedded in the urethane. This inner plate prevents separation of the mount assembly even under excessive force.

Fits these models:

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:

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:

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

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

Ultimate Short Shifter for E39 M5/540i, Z8
new EVO3 includes cartridge bearing lower pivot.