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Old 12-28-2013, 09:10 PM   #21
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The reason I did the bottom end was more preventative than performance oriented honestly. Granted, I wanted to be able to keep high compression ratio with the boost increase, and experiment with various boost levels, but for a reliable Street build it'd be pretty overkill. I also like the decrease in rotational mass, and the motor does spool fairly quicker as a result, but I have not heard of the same harmonics issues on the M52TU that plague the M54 (upgraded dampener just in case).

As for the pulley, I'm using the 16.5psi ESS one.

I would suggest pricing out your different options for piston rods, as some are inexpensive but heavy, others are very expensive but very light (Carillo), and I am confident that there is quite a middle ground.
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Old 12-28-2013, 11:30 PM   #22
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As another SSG user, I feel your pain.

I am still on the stock clutch on my Stage 1 setup (still at 8.5 lbs boost), and since having the ProEFI run my car, shifting is annoying due to the lack of torque reduction during shifts, but that's being worked on.

The ESS setup was the alternative that I was looking into. It's a good pick. Yes, their MS45 software has some issues with the TS3 setup so they don't offer it any more (as far as I understand it.)

Unfortunately I don't have anything to add at this time - good luck!

What clutch are you going to use?
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Old 12-28-2013, 11:52 PM   #23
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It had been suggested I use the uuc lightweight, with Kevlar clutch, but to be honest it scares me a little going lightweight with the ssg. I have read of mixed reviews.

The dual mass and or clutch likes to give a short squeal on hard shift, so it's time is limited, I have actually been gauging power increase through my mods by what revs it squeals at, that's terrible isn't it lol

It is a lot better though when I am running the 3.38 gearing. I have the stock 2.93 back in till I make a set of reluctor rings for the abs sensors.

Edit: I am running MS43, ESS also don't offer ts3 for ssg

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Old 12-29-2013, 02:14 AM   #24
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I missed out on the whole "fall of UUC", so I don't understand why they're now hated, but I have been running their "Stage 1 Ultimate Lightweight Dual Mass Clutch and Flywheel" combo, which weighs in at 24.4lbs for the entire setup on my scale. It's as easy to modulate as stock, and I have to imagine that it would be immune or very close to it, from the issues that plague single mass units.

I have it w a UUC SS clutch line, Mason Engineering clutch pedal, and w/ the extremely stiff drive train mounts and awesome UUC EVO3+DSSR, I love my trans setup.

If it's compatible with your transmission, it's worth looking into.
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Old 12-29-2013, 02:20 AM   #25
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...........

I have it w a UUC SS clutch line, Mason Engineering clutch pedal, and w/ the extremely stiff drive train mounts and awesome UUC EVO3+DSSR, I love my trans setup.

If it's compatible with your transmission, it's worth looking into.

That's funny, I have virtually the same setup.
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Old 12-29-2013, 02:34 AM   #26
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It is not uuc's quality that I am concerned about, I have heard good reviews of their products, it's more so any light weight flywheel seems to be questionable with the ssg


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Old 12-29-2013, 03:15 AM   #27
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Quote:
Originally Posted by nleksan View Post
The reason I did the bottom end was more preventative than performance oriented honestly. Granted, I wanted to be able to keep high compression ratio with the boost increase, and experiment with various boost levels, but for a reliable Street build it'd be pretty overkill. I also like the decrease in rotational mass, and the motor does spool fairly quicker as a result, but I have not heard of the same harmonics issues on the M52TU that plague the M54 (upgraded dampener just in case).

As for the pulley, I'm using the 16.5psi ESS one.

I would suggest pricing out your different options for piston rods, as some are inexpensive but heavy, others are very expensive but very light (Carillo), and I am confident that there is quite a middle ground.
Stage III is 14psi for CA and 15psi for other markets. I am using a modified pulley ESS sent me - supposed to be 16psi.

Did you have the 16.5psi custom made?

Quote:
Originally Posted by mdrobnak View Post
As another SSG user, I feel your pain.

I am still on the stock clutch on my Stage 1 setup (still at 8.5 lbs boost), and since having the ProEFI run my car, shifting is annoying due to the lack of torque reduction during shifts, but that's being worked on.

The ESS setup was the alternative that I was looking into. It's a good pick. Yes, their MS45 software has some issues with the TS3 setup so they don't offer it any more (as far as I understand it.)

Unfortunately I don't have anything to add at this time - good luck!

What clutch are you going to use?
Stage 1 is 7psi

stage 2 is 8psi

Stage 2+ is 8.5
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Old 12-29-2013, 05:25 AM   #28
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Stage 1 is 7psi

stage 2 is 8psi

Stage 2+ is 8.5
Something has been confusing me with all these different stages though.
I've read that Stage 2 pulleys were 83mm but now 85mm and that Stage 2+ was 81mm but now 83mm.

I thought that the pulley dictated boost for the TS series, so how can that be?

I have a 83mm TS2 (not fitted yet), but was considering getting the 2+ pulley, but honestly I'm not sure what I would actually receive if I ordered one.
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Old 12-29-2013, 05:27 AM   #29
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Something has been confusing me with all these different stages though.
I've read that Stage 2 pulleys were 83mm but now 85mm and that Stage 2+ was 81mm but now 83mm.

I thought that the pulley dictated boost for the TS series, so how can that be?

I have a 83mm TS2 (not fitted yet), but was considering getting the 2+ pulley, but honestly I'm not sure what I would actually receive if I ordered one.
Got my ts2+ a few months back, 81mm pulley


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Old 12-29-2013, 10:07 AM   #30
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Got my ts2+ a few months back, 81mm pulley
Awesome

Also in which part of the cooler circuit have you put the reservoir?
Before/after the heat exchanger; before/after the pump?

Just keen to get insights into people who have done this mod and/or put in larger radiators.
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Old 12-29-2013, 12:08 PM   #31
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It had been suggested I use the uuc lightweight, with Kevlar clutch, but to be honest it scares me a little going lightweight with the ssg. I have read of mixed reviews.

The dual mass and or clutch likes to give a short squeal on hard shift, so it's time is limited, I have actually been gauging power increase through my mods by what revs it squeals at, that's terrible isn't it lol

It is a lot better though when I am running the 3.38 gearing. I have the stock 2.93 back in till I make a set of reluctor rings for the abs sensors.

Edit: I am running MS43, ESS also don't offer ts3 for ssg

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Oh, didn't realize you were on MS43. I thought all SSG setups were MS45. Maybe that's a US thing. I'm guessing you pulled the DME to send to ESS, right?

As I understand it, modifying the way the reciprocating mass is balanced will screw with SSG, so it's good to keep as close to stock as possible.

Nick G suggested I use a M3 pressure plate, but i can't remember which disc, to keep engagement near stock but hold a lot more power. (I'm looking for a goal of 500 crank on E85.)

I would think the 2.93 would be better with the TSS due to the low down torque....too much multiplication and spin,spin,spin?
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Old 12-29-2013, 03:02 PM   #32
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Awesome

Also in which part of the cooler circuit have you put the reservoir?
Before/after the heat exchanger; before/after the pump?

Just keen to get insights into people who have done this mod and/or put in larger radiators.
I mounted mine next to the drug bin, it was the only point I could find where I could get the cap of the reservoir higher than the cooler line fittings on the manifold for ease of bleeding and refilling.

It is inline, after the heat exchanger to the manifold.


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Old 12-29-2013, 03:35 PM   #33
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Oh, didn't realize you were on MS43. I thought all SSG setups were MS45. Maybe that's a US thing. I'm guessing you pulled the DME to send to ESS, right?

As I understand it, modifying the way the reciprocating mass is balanced will screw with SSG, so it's good to keep as close to stock as possible.

Nick G suggested I use a M3 pressure plate, but i can't remember which disc, to keep engagement near stock but hold a lot more power. (I'm looking for a goal of 500 crank on E85.)

I would think the 2.93 would be better with the TSS due to the low down torque....too much multiplication and spin,spin,spin?
ESS do a USB- obd adapter now, they sent it with the kit, I emailed them a copy of my dme software, and they sent a new modified file back, 16 minutes later, the car was running like a dream.

I am not sure when Australian cars got the ms45. We get the European models with a different tune ( we have lower emissions restrictions ), not the US models. Our cars are rhd, great news for headers, steering column right in the way lol.

If you do remember the clutch set up details, I would be most grateful if you could let me know.

The 3.38 has been an experimental diff for me, my goal is to fit a 3.15, but I am sure you are aware of the ssg issues with final drive change? I have been using this diff to try and resolve this for my car, before going to town on a 3.15 with quaife LSD.




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Old 12-29-2013, 05:05 PM   #34
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I did have a pulley made, from billet, but it was made as an almost perfect replica of the ESS pulleys except for the specified 16.5psi boost level.

As for gearing, I swapped in a 6MT from an 06 ZHP that I found at the wreck yard, totaled from a rear end collision, with less than 20k miles on it. The original reason for the swap was so I could run a 3.46 or higher diff without the constant OCD nagging about Highway revs (most of my commute is Highway).
While the motor was being built, I had the gearbox torn down and sent everything out to be treated by WPC (unique treatment that doesn't add anything, but is like sand blasting only with insanely fine particulate matter; results in significant increase in metal strength and a 20-30 percent reduction in friction).

I ended up with a spare 3.15 diff, and based on the fact that I was now going FI, specifically a high boost TS, I decided to use it as the basis for the LSD, which I had made by OS Giken (28 clutch plates!), having heard nothing but great things about the units. Only downside is that the fluid must be their own, and it's extremely expensive for gear fluid (I change every 15k max).

I love the 3.15, it's absolutely perfect for use with a 6MT as you get a small amount extra torque multiplication (but not so much as to make 1st useless), and Highway engine speed is barely raised at all. Pushing the go pedal in 6th @ 80mph holds me back in my seat, and I don't give up top speed (a friend who is much smarter than I, and an aerospace engineer, calculated that the power I am making, w the aero/cD and gearing, makes 6th gear actually beneficial in achieving higher speeds, unlike most NA cars. Not tried it really).
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Old 12-29-2013, 06:20 PM   #35
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Can I see pics of your pulley? especially the area inside where the bolts mount to the shaft

and to davew - pics of your reservoir?

I am going with a unit in the drug bin - the same unit as Signalwest did in his car
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Old 12-29-2013, 09:35 PM   #36
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I love the 3.15, it's absolutely perfect for use with a 6MT as you get a small amount extra torque multiplication (but not so much as to make 1st useless), and Highway engine speed is barely raised at all. Pushing the go pedal in 6th @ 80mph holds me back in my seat, and I don't give up top speed (a friend who is much smarter than I, and an aerospace engineer, calculated that the power I am making, w the aero/cD and gearing, makes 6th gear actually beneficial in achieving higher speeds, unlike most NA cars. Not tried it really).[/QUOTE]

The 3.38 was the closest I could get on the day, I bought it really to trial with the ssg software. Glad to hear you speak so highly of the 3:15, although I won't be putting the same power down as yours, it is reassuring that it does work well with your set up. I was already sold on the 3:15, but you have eased any remaining doubts

If I can skip back to clutch set up, there is a uuc lightened dual mass on their website, but it is listed for E46 M3, not 330. Is this the one you used? If so were any modifications required?

http://store.uucmotorwerks.com/mobil...luid-p248.aspx

My thoughts of getting the quaife are only because there are no clutches to fry with such low gearing, obviously you have overcome this by adding additional clutches, though I am still thinking for road use only, I may be better off with the quaife. Thoughts?





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Old 12-29-2013, 09:44 PM   #37
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Can I see pics of your pulley? especially the area inside where the bolts mount to the shaft

and to davew - pics of your reservoir?

I am going with a unit in the drug bin - the same unit as Signalwest did in his car
Will post some pics shortly

nleksan, feel free to post any photos you like in this thread, and feel free to add any further experience, advice, or details of your build. I started this thread to learn of what mods people are doing with there ESS kits, and you are bringing a lot of experience to the table I won't be offended if this turns into your build thread lol. Thank you


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Old 12-29-2013, 09:44 PM   #38
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I agree - I was happiest with the 3.15 in my cars when FI. I had the 3.15 LSD in the sedan and loved it. I have the 3.64 in the touring and it is too much (1st gear is nearly useless and the out on the hwy it needs another gear (or two))
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Old 12-29-2013, 09:54 PM   #39
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Does anyone here run more than 8.5psi boost with an ess ts on stock bottom end, with ts2+ tune? Or would this be a disaster waiting to happen?


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Old 12-29-2013, 10:03 PM   #40
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Aj strongly suggests against it...I know they are conservative, BUT WITH REALLY GOOD REASON...they seem to have a really good idea of what the engines can take before bad things happen
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