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I’d be worried about the transmission mounting ears if you’re on factory engine mounts. On the Getrag 6spd the ears would snap off due to the engine torquing on soft factory engine mounts, all the load is transferred to the mounting ears. Engine mounts before transmission mounts is the way to go.

Both RSR and DAS has a bend in the main hoop legs which basically makes it a glorified harness bar. The WPM unit that Kyle posted is probably the best option I’ve seen to date, requires a little welding for base plates but completely worth it to have a proper roll bar.

Very likely that they came into contact upon strut removal during the coilover install.

Bold claim. In what sense? Downforce x drag? At what size/chord length?

It’s 2023 bro, facts can identify as false information. Take your logic elsewhere.

Correct. Car comes with 3 different sets of springs. The rate stagger they run is slightly less than what I usually setup but they’re also on race tire with governed horsepower. If your rate stagger is not less the gt4 amount (100#) you’re on the right track. ;)

Here are rates and sway bar sizing. Rates are for true coilover rear. I converted to lbs/in for easier reading. GT4 EVO Spring set N/mm (lbs/in): F: 150(856)/170(970)/190(1084) R: 130(742)/150(856)/170(970) ARB: F:26mm 3-way R:22mm 3-way

gt4 uses Marelli Motorsport electronics, so it’s not likely that it would be compatible but I’ll see what I can find out.

Yea, thats drexler for you. A block off plate is a small hurdle I feel. I would be more concerned with how the factory electronics will react without a motor plugged in. IF it can be coded out without any other errors is best case. Worse case current coding doesn’t bypass the new system...

To get rid of the e-diff? BMW introduced the first “e diff” back in 08ish. Teams would just go with a lsd of their choice and code out of the e-diff. I know the current generation e diff is a little more complicated (torque vectoring). I would recommend you talk to diffsonline.com, they have...

I contacted a friend to see if I could order a GT4 Evo snorkel/air duct. We chatted and I asked about what the new cooling package was, and I was kinda surprised. The evo gets rid of both factory auxiliary radiators, passenger side aux radiator is upgraded to a larger unit and the driver side...

BMW brake pad wear sensors are known to make noise. One installed in the front left, one in the right rear. We used to shave the sensor tip down slightly and also dab a bit of brake glue on the sensor before snapping it into the slot. This would keep the sensor from vibrating causing the brake...

Manipulation vs full calibration of the DME. I think the answer is clear.

Without a flex fuel sensor multimap does nothing for you. Flash the 91 stage 2 map of your preference.

Rough running is very likely due to the battery. The IVM (integrated supply module) that distributes all power throughout the car freaks out when the voltage is low. For burbles you might want to try the AGG map and configure the burble settings.

Great clutch for a street car, not for track use (road race), held 600whp no problem. I used ClutchMasters in all my race cars ranging from 350-750whp, no issues. I do advise that you choose the correct clutch disc material for your application. For a street car the full face Kevlar disc has...

Getbmwparts.com is my go to, pan is listed for $373.

Actually feeds to the main cowl, more cooling for the HX and main radiator.

That’s a crankcase leak code. What part of the pcv did you leave out?

If the code is emission related and doesn’t affect the performance of the car. Scan with bm3, copy the code, and bypass it via bm3 options. That’ll get rid of the CEL.