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      11-05-2014, 09:09 AM   #23
justpete
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Quote:
Originally Posted by andrey_gta View Post
Going up decreases the top speed of each gear, so yes probaly 7% increase in RPM for a given speed, but acceleration is better.
@justpete swapped in a 3.73, I wish he would comment on the new shift points and daily life. That is a 15% increase and its very tempting because of numerous junker 3.73 parts for sub $500

For a 128i to get 3.36 or 3.46 we have to either get a custom small pumpkin or think about drive shaft mating to large one and half shaft fitments. I have no idea what is a direct swap
With a 15% increase in torque at any given speed it's actually easier to drive on the street, not to mention being a lot more fun, too. It does rev higher so shift points move up but it's not an issue really. It does require more shifting but by allowing it to rev higher between shifts it doesn't matter much. You can still short shift and keep things quiet but if lots of torque is needed it's going to have to rev higher than before so it might get loud depending on exhaust. Since I have the race clutch now it's easier to shift smoothly at higher revs so it works out. Loudly, but it does work out.
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      11-10-2014, 01:16 PM   #24
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the small 188mm 3.46 pumpkin from Auto 135/335I may work for us too

Its possible to swap out the Flanges to 128i/328i spec as per this thread ( non e9x but applicable)
http://www.bimmerfest.com/forums/sho...highlight=3.46

135i/335i Small diff pics - http://www.1addicts.com/forums/showthread.php?t=657738
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Last edited by andrey_gta; 11-10-2014 at 08:36 PM..
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      11-10-2014, 02:50 PM   #25
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Performance gearing is another option they custom built theres to the customer spec.
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      11-11-2014, 02:48 AM   #26
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I have 3.64 gears in my two clutch LSD. It makes first gear almost useless for daily driving-but the rev drops between gears feel better- in short the thing is a lot more fun for spirited driving- and you're less likely to really speed on the highway because 6th is now a useable gear for America jjighways.
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      11-11-2014, 02:49 AM   #27
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3.73s would be too low for me though.
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      11-11-2014, 06:42 AM   #28
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Quote:
Originally Posted by aloksatoor View Post
Performance gearing is another option they custom built theres to the customer spec.
Yea I talked to Jim a bit. He seems like a really good option
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      11-11-2014, 01:06 PM   #29
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Just an FYI, the Mfactory has made a statement that some LSD shop for bmw/ euro brands used the Mfactory units and relabeled them under their name. No clue as to whom it was, but just a good to know
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      11-12-2014, 06:23 PM   #30
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Quote:
Originally Posted by Kgolf31 View Post
Yea I talked to Jim a bit. He seems like a really good option
That's who built the one in my car and it's really rock solid. Was spec'ed by the Classic BMW Motorsports race team manager and crew chief who was also my S/A. Worth every last cent.
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      11-12-2014, 07:07 PM   #31
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Quote:
Originally Posted by justpete View Post
That's who built the one in my car and it's really rock solid. Was spec'ed by the Classic BMW Motorsports race team manager and crew chief who was also my S/A. Worth every last cent.
Nice whats the maintainence on those suckers for a few track days a year (say < 6) and 5k DD miles or so. Gonna get one once I buy out my car in a month after lease end.
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      11-12-2014, 07:37 PM   #32
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Originally Posted by aloksatoor View Post
Nice whats the maintainence on those suckers for a few track days a year (say < 6) and 5k DD miles or so. Gonna get one once I buy out my car in a month after lease end.
Change fluid every 35K miles, that's it. Already up to ten track days this year but it was in the shop for over five weeks this summer. Missed a couple of weekends I'd signed up for so it would've been more. Told it doesn't matter, same core as they use on their racecars just with a different ratio to make sixth the 1:1 gear.

The car sees about 15K miles per year, mostly highway around town, some stop and go traffic, 160mi round trip to the track each day. And it gets the crap beat out of it with a solid driveline and dual rigid disc race clutch with a billet flywheel.
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      11-12-2014, 08:04 PM   #33
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Quote:
Originally Posted by justpete View Post
That's who built the one in my car and it's really rock solid. Was spec'ed by the Classic BMW Motorsports race team manager and crew chief who was also my S/A. Worth every last cent.
Care to share the specs of your unit.

4 Clutches? Ramp Angles? Static Lock?
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      11-12-2014, 08:16 PM   #34
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Quote:
Originally Posted by Kgolf31 View Post
Care to share the specs of your unit.

4 Clutches? Ramp Angles? Static Lock?
Wish I could but I only know it's 70% lockup, 2-way. I need to call Jim and tell him who it was who spec'ed it and I'm sure he could tell me the details.
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      11-12-2014, 08:47 PM   #35
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Checked through the PG site and found this:

Tech Specs

Since the lockup is 2-way and 70% I think the ramp angles are 45/45 which matches up with some other research I've done and fits with the Street class of differentials listed on this page. And it has five 90mm ceramic coated friction discs per side since it's for a 6 cylinder engine.

I emailed them to find out if the design is different enough to not fit with any of the standard categories somehow but I'm thinking it's really different enough from the full track versions that it very well may not be the same core they use in their racecars. Regardless, it really makes a difference.
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      11-13-2014, 12:00 AM   #36
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Justpete your car must accelerate like a rocket with that kinda gearing. I'm so jealous.

How do you find rpms are in 6th at cruising say 70/80mph
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      11-13-2014, 07:33 AM   #37
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Quote:
Originally Posted by mikal7 View Post
Justpete your car must accelerate like a rocket with that kinda gearing. I'm so jealous.

How do you find rpms are in 6th at cruising say 70/80mph
Well, not like a 335 or M3 but definitely quicker than it did.

At 70 the revs are about 3000 and at 80 about 3500.
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      11-13-2014, 12:44 PM   #38
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Quote:
Originally Posted by justpete View Post
Change fluid every 35K miles, that's it. Already up to ten track days this year but it was in the shop for over five weeks this summer. Missed a couple of weekends I'd signed up for so it would've been more. Told it doesn't matter, same core as they use on their racecars just with a different ratio to make sixth the 1:1 gear.

The car sees about 15K miles per year, mostly highway around town, some stop and go traffic, 160mi round trip to the track each day. And it gets the crap beat out of it with a solid driveline and dual rigid disc race clutch with a billet flywheel.
Nice! It would take me a long time to put that many miles on her hahah (office commute is 2 miles one way) and the wife's car is the road trip car.

Thanks, it was this or the mfactory but I am going with local built from performance. BR racing has their diffs locally in the bay area as well.
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      11-13-2014, 02:33 PM   #39
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Quote:
Originally Posted by aloksatoor View Post
Nice! It would take me a long time to put that many miles on her hahah (office commute is 2 miles one way) and the wife's car is the road trip car.

Thanks, it was this or the mfactory but I am going with local built from performance. BR racing has their diffs locally in the bay area as well.
Heh. Yeah, that'd take awhile alright. We use an 07 G35 as the family car, nobody rides in the bimmer except coworkers and customers.

Here are the actual specs on the diff, Jim was able to locate the serial number for it and told me where to find it on the case, too. It turns out it has four clutches per side instead of five and if I'm reading this right it would indicate the lockup can be as high as 100% in both directions.

"- 3.73L gearset

- four 90mm friction discs/plates

- 45/45 ramp angles

- 60 lbs/ft static lock ( resistance to rotation between the rear wheels , baseline minimum), comparable to approx. 35%

Because it is a true Salisbury design, the mechanical ramping mechanism that generates dynamic lock (throttle initiated) will augment static % for the full 35% to 100%, if called upon to do so. And since this design is "comprehensive" ( both static and dynamic lock capable) your accel/decel transitions should always be seamless without any abruptness."

It's definitely seamless, psychic is maybe a better word.
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      11-13-2014, 02:36 PM   #40
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Quote:
Originally Posted by Kgolf31 View Post
Care to share the specs of your unit.

4 Clutches? Ramp Angles? Static Lock?
Jim emailed with the details. They're listed in another post but in case you don't see it, here's a direct reply. Looks like it is indeed a four clutch design but the lockup reaches 100% in both directions if I'm reading this correctly.

"- 3.73L gearset

- four 90mm friction discs/plates

- 45/45 ramp angles

- 60 lbs/ft static lock ( resistance to rotation between the rear wheels , baseline minimum), comparable to approx. 35%

Because it is a true Salisbury design, the mechanical ramping mechanism that generates dynamic lock (throttle initiated) will augment static % for the full 35% to 100%, if called upon to do so. And since this design is "comprehensive" ( both static and dynamic lock capable) your accel/decel transitions should always be seamless without any abruptness."
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      11-13-2014, 03:27 PM   #41
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Nice stats, the only think I don't like would be 45/45.

In an autox application lock up on decel isn't good. I'd go 45/90
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      11-13-2014, 03:32 PM   #42
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Quote:
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Nice stats, the only think I don't like would be 45/45.

In an autox application lock up on decel isn't good. I'd go 45/90
Haven't done any autox. What makes deceleration lockup a problem? Sorry, I'm totally ignorant here and any schooling would be helpful. TIA

[edit] You can get one built pretty much any way you want actually. [/edit]
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      11-13-2014, 05:38 PM   #43
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Quote:
Originally Posted by justpete View Post
Haven't done any autox. What makes deceleration lockup a problem? Sorry, I'm totally ignorant here and any schooling would be helpful. TIA

[edit] You can get one built pretty much any way you want actually. [/edit]
Lockup on decel can lead to understeer issues if the diff still wants to lock up and you're trying to turn.

Using no lock, or 90% and leaving static lock do the work can help reduce push.
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      11-13-2014, 05:50 PM   #44
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Quote:
Originally Posted by Kgolf31 View Post
Lockup on decel can lead to understeer issues if the diff still wants to lock up and you're trying to turn.

Using no lock, or 90% and leaving static lock do the work can help reduce push.
Ah, OK, gotcha. Makes perfect sense. I guess turn-in is more violent in autox than on the track then? Haven't seen this before I think but maybe I have and didn't know it.
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