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5885 Shiloh Rd, Unit 104
Alpharetta, GA 30005
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Twin Disk Flywheel/Clutch package
for E46 330i/Ci 6-speed
Street-friendly clutch performance
for extreme-power BMWs.
Twin Feramic HIGH CLAMPLOAD
E46 330i/Ci 6-speed
Whether your BMW is used for drag racing, drifting, or just embarassing exotic supercars on the street, you need a clutch that can handle the abuse.
Developing our class-leading flywheel and clutch technology to even greater heights, the new Twin Disk flywheel/clutch package is designed for BMWs developing the highest levels of power from turbocharging or supercharging.
Until now, taming a 600hp+ BMW meant living with a clutch that was the stereotype "on/off switch" with rough engagement characteristics that made daily-driving a compromise. By incorporating larger disks than the average multi-disk clutch, the UUC design maintains original equipment smooth operation yet easily handles power levels approaching 1,000hp (see material option details below).
Larger surface area of a smoother-functioning material is the key to combining the characteristics of high torque capacity with street-friendly operation in this all-new design.
Total rotating mass of the complete flywheel and twin clutch package is 25.5lbs, the same total mass as a typical 11.5lb flywheel coupled with the M3 clutch or UUC's Stage 2/M5 clutch conversion package.
Material guideline based on power output:
850hp, 640ft-lb applications
1000hp, 820ft-lb applications
HIGH CLAMPLOAD version of Feramic kit
suited for extreme use cars (drag racing, drift, power levels >1,000hp). Increased pedal effort will be felt with high clampload version.
Twin Disk clutch kits are custom built items and are non-returnable. Please refer to
UUC's Terms and Conditions
E46 330 Twin Disk review by DaveW
ESS supercharged 330Ci SSG
Had a great afternoon enjoying the 330 today, so I thought I would do a bit of a review of the UUC twin disc clutch. Straight up, I am doing this because I am happy with the clutch, there are so few options with the ssg / smg-h, and I haven't been able to find a single post where a person has been 100% happy with a non oem clutch package for this box, and very few who are even happy with the oem clutch lol. I have not been asked by UUC to do this, I am not affiliated with UUC either, and the purchase of my clutch package was outright, with no expectations (I did receive the free UUC lanyard with every order though lol). The previous post that I did detailing installation specific to Ssg/smg-h, was also done by myself, for owners of this box that want to take the car past what the oem clutch can handle, whether they use this aftermarket clutch, or another.
Clutch engagement at takeoff in first gear:
The clutch engagement with this gearbox seems directly proportional to the accelerator pedal. If you ease the pedal, the clutch eases out, if you punch the accelerator pedal, the clutch gets "dropped". The oem set up allows for give through both the dual mass flywheel, and the sprung hub on the clutch. Typically, as I ease the accelerator pedal, with the oem clutch, you can feel this movement being taken up, then the clutch slip, and if you are having a bad "pedal" day, chances are you will be bunny hopping through an intersection! Firm acceleration is required. Not with the twin disc. The twin disc slips till it is engaged, and is then locked. Under extremely light acceleration, the transition from standing to motion, fully engaged clutch is seamless. It is not possible to take off as slowly with the oem, as with the twin disc. The oem also feels controlled, the twin disc feels a lot more user controlled because of this. With the oem installed, you get used to it, but you are never positive how your going to start rolling at any given pedal position/transition. 9 times out of 10, it was within a range, but that 1 out of 10 mystery launch usually lead to either a bunny hopping experience, or traction control taking over. The twin disc is 100% predictable, and despite my best attempts, is yet to allow any on/off bunny hopping.
Medium acceleration gives a nice smooth transition between being stationary and in motion with a locked clutch. Again, I find my self thinking "if I had a clutch pedal, that is exactly how it should happen", the clutch engagement is smooth, it feels perfect. The oem feels clunky in comparison. In fact, the oem feels like your missing the rear diff bolt in comparison to the twin disc, the twin disc feels correct, the oem just feels completely wrong in comparison.
Yes, yes, yes!!! For manual drivers, this will be no surprise, punch the accelerator and the clutch is instantly locked, and your making some nice white smoke from the rear tyres. Sounds standard? Not with the oem. What I have become accustomed to for the past two years, is firstly the big "piggy" squeal from the dual mass, then clutch slip to about 2500rpm, then that magic white smoke at the tyres, combined with the scent of burning clutch! By this point, the GS30 has sent a fault code through to the dme, the gearbox goes into fault, and when you go to change to second, the shift, the engine revs, delays, and then engages. Again, not with the twin clutch. The twin clutch engages instantly, and with no delay, the tyres are spinning, and the cars rear is kicking out, ye ha! No fault codes, no embarrassment when the car you just left behind overtakes you during gear change!
The SSG has squealed for so long with up shift anywhere from 3200rpm up. The more power I've added, the more it has just been lost through upshift slip. The oem was past its limits some time ago. Again, the ssg bases speed of shift off different parameters. It will upshift slow, or fast. On slow engagement upshift, the twin disc again feels as if you just performed the perfect shift manually, instead of the oem feeling a bit clunky and automated. Under hard acceleration, with traction off, shift is hard and fast, no squeal, no slip, just on and off, power is straight to the wheels, any slip that needs to happen, happens at the wheels.
Again, smoother and more natural than the oem ever was. There seems to be less delay in downshift also. The clutch seems to start engaging smoother, and achieves rev matching speeds sooner. Downshift is truely flawless.
Overall, with this transmission, the twin clutch isn't a trade off to run more power, it enables more power, and transforms the box to what it should be. It honestly feels like the program for the GS30 was written for the twin clutch, and the oem setup is foreign.
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OPTIONS: Twin Organic
OPTIONS: Twin Feramic
OPTIONS: Twin Feramic HIGH CLAMPLOAD
BMW models / Z3 1996-2002 /
Clutch Arm Bushings
Clutch Stop - "Big Boy" V3.0
BMW CATALOG / Clutch kits & Lightweight Flywheels /
stainless steel clutch lines
stainless steel clutch line
E46 M3, 330, 328, 325, 323, X3
(all manual trans models incl. Xi)
– "Performance tune" your clutch control.
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