Jason was going to look into it today. No doubt they will figure it out! I thought I'd ask just to see if you guys knew any secrets. I thought I read, or maybe in a discussion with Peter, something about switching the slave cylinder pin for the stock one?
Jason drove the car to an M Atlanta meet last night. The car drove great, nice and smooth, no hard shifts or driving yet though. He also said the clutch point was anything off the floor. *eeps* He also said if you didn't press the clutch firmly to the floor, it would be tough getting it into gear. Is that typical of the UUC kit? Any way to make it better?
Doesn't sound like they installed the 850 csi slave cylinder with the kit. That IMHO is essential and results in a very high engagement point and a very light clutch, making for very quick shifts.
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Current - 98 540i with Chevy 6.6 LS2/T-56 power - Build Thread
Old - 92 325i with Chevy 6.6 LS2/T-56 Power
Older - 95 M3 with Chevy 6.6 LS2/T-56 Power
__________________ 2001 BMW M5 TiAg. Black Interior/Grey Inserts and Aluminum Trim 111,000+ mile club, F&R PDC, and rear folding seats
BBS LM Reps - 245/35/19 F 275 30 19 R Yokohama S-Drive Tires
H&R 5mm spacers on all corners with extended lugs
Air Filters - aFe
Stebel Air Horn
Aluminum Brake Ducts Inlets
B&G S2 Sport Springs
Dinan Rear Sway Bar
Royal Purple Transmission & Differential Oil
Castrol TWS Motor Oil
Passport 8500 X50 - Hardwired and located by the M5 Oval Mirror
Parrot Minikit Slim Bluetooth Speakerphone - Hardwired by Homelink
DDM Tuning HID 35W 5000K fog lamp kit and Error Eliminators
LED license plate lights, LED Angel Eyes, & Interior LEDs (all from BMWLED.net)
M5 side emblems - Grey/White (thanks to fellow member Strike)
Route 66 Extended Warranty - Main Street Deluxe Coverage ($2,060 3 yr/36K purchased on 09/13/2011 w/99,680 miles)