A91 manual transmission limits

[AJRMKV]

Really impressive list! What turbo do you have?

Do you have the CM hydraulic release bearing or did you get another stock one?

Also, what probs do you have in 1st?

Thanks!

Its the remnant omega 65 turbo on 28 psi. I have the CM Hydraulic release bearing.

Problem with first is that it's difficult to get a smooth start from a stop. It needs alot of throttle and a gradual release.

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[UYCR]

I wanted to bump myself to see if anyone has something to add now that there has been more time and hopefully more 6MTs getting upgraded out there.

Finally going to pick up my car this week, and am still a bit nervous on going with a manual for my forever car - planning to upgrade turbo after at least a year, making sure no crazy warranty related issues - but to this day I’m not finding that many upgraded manual cars.

So the question is, has anyone had any 6MT transmission failures or concerns during their time so far? Not the clutch, just the trans. Any reason other than “manuals are slower” & the non clonable ECU situation to avoid going with a 6MT when plans are to big turbo eventually?

Thank you

Not sure if you have looked at them but the Remnant Omega 65 kits can push the kind of power you are looking for long term, maybe even more. It's not a hybrid but still a stock location kit. Alec was showing some pulls from someone who has an auto and is pretty much about to hit an 8 sec 1/4 mile with it.

I personally haven't worried about the trans, it should hold up seeing how other BMWs can handle power. Until someone actually pushes one to the limits we won't know for sure but regardless it should handle a decent amount of power. A lot of the durability might also come down to how the tune manages the torque.

 

[shaloot]

Not sure if you have looked at them but the Remnant Omega 65 kits can push the kind of power you are looking for long term, maybe even more. It's not a hybrid but still a stock location kit. Alec was showing some pulls from someone who has an auto and is pretty much about to hit an 8 sec 1/4 mile with it.

I personally haven't worried about the trans, it should hold up seeing how other BMWs can handle power. Until someone actually pushes one to the limits we won't know for sure but regardless it should handle a decent amount of power. A lot of the durability might also come down to how the tune manages the torque.

I’ve followed the remnant kit for a while, and you’re right, it’s the logical kit to get.
However I’m pretty set on running something with external wastegate, because I’m an old ricer and enjoy the sound lol.
Maybe I’ll talk myself out of it eventually, though it seems it’s preferred to get away from the electronic WG anyway, though to me it adds complication.
Anyway, thanks for your input, hoping to speak to as many manual owners as possible that have upgraded to help make that decision when the time comes. I don’t believe I’ll change a single thing for at least a year or so either way. Maybe by then there is more experience and clutch options, but if not I’ll try to help work through it for everyone else

 

[UYCR]

I’ve followed the remnant kit for a while, and you’re right, it’s the logical kit to get.
However I’m pretty set on running something with external wastegate, because I’m an old ricer and enjoy the sound lol.
Maybe I’ll talk myself out of it eventually, though it seems it’s preferred to get away from the electronic WG anyway, though to me it adds complication.
Anyway, thanks for your input, hoping to speak to as many manual owners as possible that have upgraded to help make that decision when the time comes. I don’t believe I’ll change a single thing for at least a year or so either way. Maybe by then there is more experience and clutch options, but if not I’ll try to help work through it for everyone else

I think that the reason why big turbo kits get rid of the oem wg is mostly because of the pain it would be to adapt it. Most turbos in those sizes don't even come with an integrated wg option I think. Haven't looked around but would be interesting if the oem wiring were able to control an aftermarket electronic wg instead of using an ebcs. That would be a win win with an added hood exit ?.

At least you know when you might upgrade the turbo. I'm more interested in going around laps and will need good aero before I can even properly use more power. Who know how long that's gonna set me back ?.

 

[i3igpete]

Maybe I’ll talk myself out of it eventually, though it seems it’s preferred to get away from the electronic WG anyway, though to me it adds complication.

From what I understand, DME logic is all based on torque request and cylinder fill, and ewg/throttle are just physical knobs it can use. From what I can piece together, for external wastegate configs, the DME is kept in the loop by sending the EWG signal to a reflex box, which translates it into a PWM signal for a traditional pneumatic boost solenoid.

A piece of the puzzle that I haven't figured out is where the EWG tables are flipped, in the DME or reflex. What I mean is, for pneumatic wastegate controllers, 0% duty means fully closed WG and MAX boost, and 100% means spring pressure. Whereas before, 100% wgdc means fully closed WG/max boost and 0% wgdc means fully open WG (there is no spring). This means the table would be flipped AND rescaled (you are essentially truncating the table).

I am not sure if how the DME behaves if boost control is completely taken away from it (e.g. a mechanical boost controller).

 

[6mtsoup]

Skipped a lot of this thread but… we have a local MT whose going for 900+whp, he got the Clutchmasters 1000 in a few weeks before the build started to break it in.
Personal experience is that it is a lot stiffer than the stock clutch and the bite point is very distinguishable.
He’s got a 6870 nextgen going in with all of the other supporting mods, and it should be done soon and hitting the dyno for tuning in the next few weeks. I will follow up with his results and things we learn if I remember.
I believe his will be the first to reach these levels in an MT to my knowledge, but curious if there are any others out there yet

 

[shaloot]

Skipped a lot of this thread but… we have a local MT whose going for 900+whp, he got the Clutchmasters 1000 in a few weeks before the build started to break it in.
Personal experience is that it is a lot stiffer than the stock clutch and the bite point is very distinguishable.
He’s got a 6870 nextgen going in with all of the other supporting mods, and it should be done soon and hitting the dyno for tuning in the next few weeks. I will follow up with his results and things we learn if I remember.
I believe his will be the first to reach these levels in an MT to my knowledge, but curious if there are any others out there yet

Love to hear it. Get him onto the forum lol

 

[UYCR]

From what I understand, DME logic is all based on torque request and cylinder fill, and ewg/throttle are just physical knobs it can use. From what I can piece together, for external wastegate configs, the DME is kept in the loop by sending the EWG signal to a reflex box, which translates it into a PWM signal for a traditional pneumatic boost solenoid.

A piece of the puzzle that I haven't figured out is where the EWG tables are flipped, in the DME or reflex. What I mean is, for pneumatic wastegate controllers, 0% duty means fully closed WG and MAX boost, and 100% means spring pressure. Whereas before, 100% wgdc means fully closed WG/max boost and 0% wgdc means fully open WG (there is no spring). This means the table would be flipped AND rescaled (you are essentially truncating the table).

I am not sure if how the DME behaves if boost control is completely taken away from it (e.g. a mechanical boost controller).

Correct me if I'm wrong but to my understanding the the EWG table might be getting flipped when it gets rescaled during tuning since one can pretty much rewrite what it does at the defined values the ECU reads. In the toyobaru twins something similar is done to use one of the o2 sensors as a wideband or even to use it as an input for a flexfuel sensor. I'm going off of how Ecutek works but I assume BM3 and MHD would be similar if not the same.

 

[Hasan]

Skipped a lot of this thread but… we have a local MT whose going for 900+whp, he got the Clutchmasters 1000 in a few weeks before the build started to break it in.
Personal experience is that it is a lot stiffer than the stock clutch and the bite point is very distinguishable.
He’s got a 6870 nextgen going in with all of the other supporting mods, and it should be done soon and hitting the dyno for tuning in the next few weeks. I will follow up with his results and things we learn if I remember.
I believe his will be the first to reach these levels in an MT to my knowledge, but curious if there are any others out there yet

Is that CM 1000 with the hydraulic release bearing?

 

[6mtsoup]

Is that CM 1000 with the hydraulic release bearing?

Yes

 

[Hasan]

Yes

They say the hydraulic release bearing is supposed to make the clutch action much lighter. How hard is it compared to stock?

 

[6mtsoup]

They say the hydraulic release bearing is supposed to make the clutch action much lighter. How hard is it compared to stock?

After break in it’s a little stiffer than stock

 

[Hasan]

After break in it’s a little stiffer than stock

Would it be a concern for daily driving? Thanks

 

[6mtsoup]

Would it be a concern for daily driving? Thanks

I personally wouldn’t, but it’s really not terrible, the break in will be your leg day for a bit. You also don’t need the 1000 unless you’re going big big power… even their mid grade option (which is what I’m eyeing up when the time comes) will be suitable for most people going fbo+ and staying stock/hybrid turbo.

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