Clutch suggestions?

[x622]

Originally Posted by TacoJova

Would you say worse than spec? I will say mine got better with some miles. But then again I'm used to Semi truck clutches and shit of that nature so could have been just me getting used to it

It's slightly better than a spec. I don't mind extremely heavy pressure plates, what I can't stand is an engagement point that moves around

[-Eidos]

Originally Posted by x622

It's slightly better than a spec. I don't mind extremely heavy pressure plates, what I can't stand is an engagement point that moves around

The engagement point moving around seems like it has more to do with the CDV. That issue went away for me when I removed it.

Now I'm curious about how the CM drives after break-in. About 500-1000 miles or so?

[x622]

That's what I'm going to determine. The cdv is out today and I'm supposed to pick it up

[-Eidos]

Originally Posted by x622

That's what I'm going to determine. The cdv is out today and I'm supposed to pick it up

Awesome. Let us know what happens!

[TacoJova]

Originally Posted by x622

That's what I'm going to determine. The cdv is out today and I'm supposed to pick it up

If it's better without the CDV valve how hard is it to take it off?

[RSXDC5]

Originally Posted by x622

That's what I'm going to determine. The cdv is out today and I'm supposed to pick it up

Did you buy the e90 clutch slave?

[x622]

Didn't drive it today. More nonsense. What's the e90 clutch slave supposed to do differently?

[-Eidos]

Originally Posted by x622

Didn't drive it today. More nonsense. What's the e90 clutch slave supposed to do differently?

Removing the CDV from the slave cylinder can be finicky, so some people prefer to just replace the slave cylinder all together with the E90 one, which doesn't have the CDV. There *shouldn't* be any difference, but one person started leaking brake fluid from the slave-line connection after doing it the first way, which led to them installing the E90 slave: https://f30.bimmerpost.com/forums/sh...92&postcount=1

I and many others have gone the first route with little issues so ymmv.

Any updates on how your car is driving now?

[belittle]

I ended up going with the Clutchmasters FX250. My stock clutch (only 20k stock miles) started slipped the second I went to a custom E85 tune on Vargas GC turbos. The huge torque spike @ 4300 rpm is where it would slip instantly, so estimate around ~620 tq from known power levels on GC turbos, E85, stock fueling.

Stock clutch uses a 'twin' disc setup but not a traditional floating twin disc like I'm use to seeing. The FX250 setup chatters a little at times when taking off but for the most part, it's super easy to drive on. Attached some pictures from unboxing and installing.

Before I went back to the OTS 2H tune, it had no problems holding what the stock clutch slipped like crazy with on the e85 tune. Even with the OTS 2H E30 BM3 tune, top HP is estimated close to 650hp with my setup and 550 tq.

I opted for the stock dual mass as I've done the true twin discs back in my Mitsubishi 4G63 days and driving them suckedddddddd. Same with the single mass lightweight setups with a traditional spring/unstrung disc. CM claims 110% over stock holding power with the kevlar disc included + their modified SAC pressure plate. I wouldn't be surprised if this setup holds near x2 stock levels as this is normally what is seen on a single disc setup when swapping just to a kevlar disc.

[F80_Greg]

Originally Posted by belittle

I ended up going with the Clutchmasters FX250. My stock clutch (only 20k stock miles) started slipped the second I went to a custom E85 tune on Vargas GC turbos. The huge torque spike @ 4300 rpm is where it would slip instantly, so estimate around ~620 tq from known power levels on GC turbos, E85, stock fueling.

Stock clutch uses a 'twin' disc setup but not a traditional floating twin disc like I'm use to seeing. The FX250 setup chatters a little at times when taking off but for the most part, it's super easy to drive on. Attached some pictures from unboxing and installing.

Before I went back to the OTS 2H tune, it had no problems holding what the stock clutch slipped like crazy with on the e85 tune. Even with the OTS 2H E30 BM3 tune, top HP is estimated close to 650hp with my setup and 550 tq.

I opted for the stock dual mass as I've done the true twin discs back in my Mitsubishi 4G63 days and driving them suckedddddddd. Same with the single mass lightweight setups with a traditional spring/unstrung disc. CM claims 110% over stock holding power with the kevlar disc included + their modified SAC pressure plate. I wouldn't be surprised if this setup holds near x2 stock levels as this is normally what is seen on a single disc setup when swapping just to a kevlar disc.

So this clutch option works well with the stock flywheel? Or do you need to upgrade to their own flywheel?

[-Eidos]

Originally Posted by F80_Greg

So this clutch option works well with the stock flywheel? Or do you need to upgrade to their own flywheel?

so the CM 250 kit has two variants:

03795-HD0F-R (This is the one that belittle has), which works with the stock dual-mass flywheel (Might need to replace your stock one if it's worn because you cannot resurface it...):

https://www.bimmerworld.com/Drivelin...-M4-S55_2.html

and the 03795-HD0F-D, which pairs with their aluminum single mass flywheel:

https://www.bimmerworld.com/Drivelin...M3-M4-S55.html

https://www.bimmerworld.com/Clutch-M...M3-M4-S55.html

[F80_Greg]

Originally Posted by -Eidos

so the CM 250 kit has two variants:

03795-HD0F-R (This is the one that belittle has), which works with the stock dual-mass flywheel (Might need to replace your stock one if it's worn because you cannot resurface it...):

https://www.bimmerworld.com/Drivelin...-M4-S55_2.html

and the 03795-HD0F-D, which pairs with their aluminum single mass flywheel:

https://www.bimmerworld.com/Drivelin...M3-M4-S55.html

https://www.bimmerworld.com/Clutch-M...M3-M4-S55.html

Thank you! Do we know the first option, 03795-HD0F-R is torque capacity ratings? I could not find it online

[x622]

I just realized I forgot to give my input.

I hate it. Garbage ass clutch. Engagement point moves around a bit, and is nigh impossible to move from a stop in first gear in sport+. Sure when you're moving its fine but everything else is crap. Would there be any interested in RPS making a custom carbon on carbon twin or triple disk with serviceable parts? No clue on price. But it'd feel like stock and hold power.

[TacoJova]

Originally Posted by x622

I just realized I forgot to give my input.

I hate it. Garbage ass clutch. Engagement point moves around a bit, and is nigh impossible to move from a stop in first gear in sport+. Sure when you're moving its fine but everything else is crap. Would there be any interested in RPS making a custom carbon on carbon twin or triple disk with serviceable parts? No clue on price. But it'd feel like stock and hold power.

I would be very interested. I don't really mind mine right now but I know for a fact it could be much better

[x622]

Originally Posted by TacoJova

I would be very interested. I don't really mind mine right now but I know for a fact it could be much better

I've just gotta send my guy at RPS the clutch and he will make. He'd probably like if I started a group buy on em, he mainly does it for 911s, s2000s and some subarus.

[gman_newyork]

Originally Posted by MJ6

Anytime bro.

Injector wise, you'll be wanting the F10 EU5 injectors (part #13647599876). On the tuning front, Cary is my tuner as well and I posed pretty much the same question. He let me know that the EU5 injectors would definitely need to be calibrated and coded in (which is generally taken care of through ISTA) and that they would require a retune to account for scaling. Luckily my shop has the ability to calibrate the new injectors, but I also reached out to Alex @ Alpine and was informed that they can perform remote calibrations if need be.

Originally Posted by MJ6

Anytime bro.

Injector wise, you'll be wanting the F10 EU5 injectors (part #13647599876). On the tuning front, Cary is my tuner as well and I posed pretty much the same question. He let me know that the EU5 injectors would definitely need to be calibrated and coded in (which is generally taken care of through ISTA) and that they would require a retune to account for scaling. Luckily my shop has the ability to calibrate the new injectors, but I also reached out to Alex @ Alpine and was informed that they can perform remote calibrations if need be.

Coding and calibration is the easy part. All fueling tables need scaling and not an across the board scale. Be prepared for a lot of dyno time while your tuner figures out all of the scales. You will also need upgraded HPFP's, fuel lines, etc. Not a plug-n-play system. XDI is working on a kit that will include most items needed but isn't complete.

[MJ6]

Originally Posted by gman_newyork

Coding and calibration is the easy part. All fueling tables need scaling and not an across the board scale. Be prepared for a lot of dyno time while your tuner figures out all of the scales. You will also need upgraded HPFP's, fuel lines, etc. Not a plug-n-play system. XDI is working on a kit that will include most items needed but isn't complete.

Most definitely man. It will likely take a bit to dial them in completely, but I have faith that Cary can work his magic.

On the HPFP side, I'm going with the kit that Dorch recently released that upgrades the fuel cams in the vacuum pump; their claim is that it should allow for approximately 38% more flow in a plug and play format.

https://dorchengineering.com/product...-hpfp-upgrade/

The injectors, turbos, clutch and HPFP upgrades are being installed this month, so I should have some feedback come July on how they all come together with the flex fuel tune.

[gman_newyork]

Originally Posted by MJ6

Most definitely man. It will likely take a bit to dial them in completely, but I have faith that Cary can work his magic.

On the HPFP side, I'm going with the kit that Dorch recently released that upgrades the fuel cams in the vacuum pump; their claim is that it should allow for approximately 38% more flow in a plug and play format.

https://dorchengineering.com/product...-hpfp-upgrade/

The injectors, turbos, clutch and HPFP upgrades are being installed this month, so I should have some feedback come July on how they all come together with the flex fuel tune.

Dorsch Engineering has the only complete kit on the market. Once you've figured out the fueling tables you should be at approximately 780whp on primary fueling only with the proper turbos and head work.

If you need another tuner who has already done all the fueling tables reach out to Halim HCP. He did all the development work with Dorsch Engineering so it's all figured out.

[Joy15779]

Originally Posted by MJ6

Right now I'm targeting mid May as I'll be going full hog with KRAS55Bi turbos and EU5 injectors.

Like me. I purchased the dodson sports 1000