Early M 3 s : e46M,e36M, e30M
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AutoX
This shifter is Madman. Originally designed as a custom handmade shifter it is now a mature 10 year old product and our current bestseller This is the best we can offer to date . it is more precise and repeatable than the standard ultra class and slicker to shift as well. A rifle bolt.
This shifter was designed as an afterthought. For years I could not crack the secret of building a decent e9xM3 shifter until one day I stumbled on a Teflon lined Spherical bearing. The resulting build was so successful that I decided to adapt it to my old standby the Ultra Shifter with Arm also shown on this page. And the rest is history.
So this is hybrid between the e9xM shifter of which it borrows the pivot and the Ultra rigid lever and the Ultra from which is keeps the revolutionary shift arm
Which to choose for your Car
You have two choices as to these M cars Standard Ultra with arm or AutoX.
There is no situation where the Std Ultra with arm would be preferred to the AutoX so it is strictly a question of budget. The AutoX would be more precise more gated and can be customized during the build to a height of your choice and a reduction ratio of your choice. you can also specify more ergonomics such as left to right or front to back inclination. The AutoX can be had in any reduction from 17% to 35% . It is different in that it does not use the legacy ball and bushing pivot and because its PIVOTis much better controlled it has an edge on precision and repeatability. In essence the AutoX is a hybrid between the Ultra without arm and the ultra with arm in that it uses the thicker lever and spherical bearing pivot of the ultra without arm and the Arm of the Ultra with arm adapted for that new pivot.
Now the standard Ultra with arm is a very good shifter. let me rephrase that very very very good shifter and it has been around since 2000 whereas the AutoX has only been in production since 2017 or so. So the "standard" is just older technology but we have built our reputation with it. The "standard" is available in 3 reduction ratios 20%, 30% and 40% . the height is approximately OEM height. I cannot change the height nor can I build it to a ratio in between the offered specs. Generally one of these available ratios will fit you fine.
This video is of a shifter in an e46M3. This is an AutoCross and it is set with the OEM shift knob at the OEM height. The "standard Ultra" is not very far behind and in the general ball park. I will not reveal the specs so as not to give you a prejudice. I would encourage you to look at the video and use it as a baseline.
There is no situation where the Std Ultra with arm would be preferred to the AutoX so it is strictly a question of budget. The AutoX would be more precise more gated and can be customized during the build to a height of your choice and a reduction ratio of your choice. you can also specify more ergonomics such as left to right or front to back inclination. The AutoX can be had in any reduction from 17% to 35% . It is different in that it does not use the legacy ball and bushing pivot and because its PIVOTis much better controlled it has an edge on precision and repeatability. In essence the AutoX is a hybrid between the Ultra without arm and the ultra with arm in that it uses the thicker lever and spherical bearing pivot of the ultra without arm and the Arm of the Ultra with arm adapted for that new pivot.
Now the standard Ultra with arm is a very good shifter. let me rephrase that very very very good shifter and it has been around since 2000 whereas the AutoX has only been in production since 2017 or so. So the "standard" is just older technology but we have built our reputation with it. The "standard" is available in 3 reduction ratios 20%, 30% and 40% . the height is approximately OEM height. I cannot change the height nor can I build it to a ratio in between the offered specs. Generally one of these available ratios will fit you fine.
This video is of a shifter in an e46M3. This is an AutoCross and it is set with the OEM shift knob at the OEM height. The "standard Ultra" is not very far behind and in the general ball park. I will not reveal the specs so as not to give you a prejudice. I would encourage you to look at the video and use it as a baseline.
Shown above e46 330 5 speed in AutoX , e36 M3 in Std Ultra with Arm, E30 325i in AutoX, e46 M3 in AutoX and e30M3 in AutoX + Triangulation. For more info on Triangulation go to Custom Work Here
V8 M3s All e9xM3
e9xM shifter
This shifter is a complete mechanism . It not only include the shifter lever upon which your knob will attach but also the selector rod that connects that lever to the gearbox. Most importantly it includes the hardened steel joint that is responsible for that connection to the gearbox. That joint is likely the most important part in securing almost zero side to side play .
All the pics in this website are actual production pics. the picture above is from a shifter that was produced in 2023. It is serialized so that I can reproduce it if needed and I keep the specs of every build on the individual customer file.
This particular shifter was built to emulate the OEM shifter in presentation. So it will be positioned when installed exactly as the OEM shifter did . Front to Back, Side by Side and will be at the same height. However it is entirely possible to build that shifter shorter or taller or more skewed to the right or to the left or forward or backward. And keep the reduction ratio the same at 25% or increase it to 27% or 35% or decrease it to 15%. The beauty of this custom built shifter is that it can be built to your specs and the variables specified are independent of each other.
This picture shows an extreme example of the above statement. The shifter height was increased by over 3 inches and a recognizable vendor extension was mated to our inner lever in a custom build. Yet the reduction ratio stayed at 25%
In most cases however the requests are simpler. Say that you have an e9XM3 and want a 20% reduction shifter for it. And you like the F10 M5 knob and want to use that. However what you do not particularly care for is the fact that the M5 knob sits 13 mm lower than the OEM e9xM3 knob. So you ask us to build the shifter (still at the 20% reduction ratio) so that the F10 knob sits at the same height as the OEM e9Xm3 knob sat. Easy Peasy. Done . Costs you the same since building it to these specs - adding 13 mm to compensate for the drop of the F10 knob - takes us the same amount of time as building it to the stock height.
And what if you thought that the F10 knob while too low did not require to go back to the height of the OEM e9xM3 knob. You just want the drop to be partially compensated. Say by 6 mm or 4 mm or 8 mm . Done . No problem. Still the 20% reduction ratio . Still the same cost.
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A Very Rigid Lever
When I talk to prospective users, besides the usual complaint of side to side play and vagueness in the pattern, I often hear the Mushy complaint.
Basically folks tell me I feel like I am shifting in cotton.
Part if not all of that feel is because the OEm shifter flexes somewhat under hard use. Not only does the outer lever - The part that holds the knob - move in relation to the inner lever - The part that connects to the gearbox via the selector rod- but it also flexes and has a springy feel. This is not in my opinion a great quality when seeking a gated shifter. In my opinion a gated shifter should be rigid so that once the gear is engaged a solid stop is felt.
I achieve that in making my inner lever thicker than the OEM lever and thicker than my earlier shifters. That thickness and hence rigidity is most apparent around the pivot but if you look crefully at the above picture showing OEM lever on the left and ours o the right it also extend to the thiner part of my lever.
Cost
E9XM3 shifters are all priced the same regardless of configuration. We charge $469 for the mechanism, $59 for the optional bushing set for the front of the shift arm, $20 USA shipping . Payable with Paypal Friends and Family, Zelle Transfer, Personal Check and soon Venmo. If Paying with a Credit card or Paypal for Goods and Services, then there is a $25fee. all payable upon completion and not at the time of ordering.
F80, F87,F82 etc.. F series M cars
F8XM Shifter and other F series Ms
This shifter is a complete mechanism . It not only include the shifter lever upon which your knob will attach but also the selector rod that connects that lever to the gearbox. Most importantly it includes the hardened steel joint that is responsible for that connection to the gearbox. That joint is likely the most important part in securing almost zero side to side play .
All the pics in this website are actual production pics. the picture above is from a shifter that was produced in 2022. It is serialized so that I can reproduce it if needed and I keep the specs of every build on the individual customer file.
This particular shifter was built to emulate the OEM shifter in presentation except as to height. So it will be positioned when installed exactly as the OEM shifter did . Front to Back, Side by Side but will be one full inch shorter in height when paired with the M performance knob. However it is entirely possible to build that shifter shorter or taller or more skewed to the right or to the left or forward or backward. And keep the reduction ratio the same at 25% or increase it to 27% or 35% or decrease it to 15%. The beauty of this custom built shifter is that it can be built to your specs and the variables specified are independent of each other.
This picture shows an extreme example of the above statement. . The shifter height was increased by over 3 inches and a recognizable vendor extension was mated to our inner lever in a custom build. Yet the reduction ratio stayed at 25%
In most cases however the requests are simpler. Say that you have an F87 and want a 20% reduction shifter for it. And you like the M performance knob and want to use that. However what you do not particularly care for is the fact that the M performance knob sits 13 mm lower than the OEM F87 knob. So you ask us to build the shifter (still at the 20% reduction ratio) so that the M performance knob sits at the same height as the OEM F87 knob . Easy Peasy. Done. It is the picture below . Costs you the same since building it to these specs - adding 13 mm to compensate for the drop of the M perf knob - takes us the same amount of time as building it to the stock height.
And what if you thought that the M perf knob while too low did not need to go back to the height of the OEM knob. You just want some drop but not the full 13 mm. Say just 6 mm or 4 mm or 8 mm . Done . No problem. Still the 20% reduction ratio . Still the same cost.
That one is shown below . OEM height + 6 mm 22.5% requested reduction.
A Recent Upgrade for F8XM
I have been bothered with this M series because I always felt the pivot was undersize compared to the e9xM3 shperical bearing which is arguably a beast. Objectively however that bearing was clearly prenty strong. It was rated for 1800 Lbs or working load more than we can humanly apply to a lever . And in fact I have had only 2 failures of that original bearing . One due to my own error and another in a prototype. However when I looked at it felt undersized. But there was not uch I coud do about it. The complex shape of the F8XM and F20 and others of that ilk prevented me from switching to the beefier e9XM pivot. But that powerless feeling stayed with me until early in 2022. Early that year I took apart a race car suspension and found a new bearing that was a hybrid between the F8XM bearing I was using and the F9XM bearing I was aspiring to emulate. And when researching its provenance ( China) I carped to my US manufacturer of Teflon lined spherical bearing so much so that he agreed to build me some. Rated at 2500 Lbs they work great and give me that extra sense that the end product is bullet proof.
When I talk to prospective users, besides the usual complaint of side to side play and vagueness in the pattern, I often hear the Mushy complaint.Basically folks tell me I feel like I am shifting in cotton.Part if not all of that feel is because the OEm shifter flexes somewhat under hard use. Not only does the outer lever - The part that holds the knob - move in relation to the inner lever - The part that connects to the gearbox via the selector rod- but it also flexes and has a springy feel. This is not in my opinion a great quality when seeking a gated shifter. In my opinion a gated shifter should be rigid so that once the gear is engaged a solid stop is felt. I achieve that in making my inner lever thicker than the OEM lever and thicker than my earlier shifters. That thickness and hence rigidity is most apparent around the pivot but if you look crefully at the above picture showing OEM lever on the left and ours o the right it also extend to the thiner part of my lever.
Cost
F8XM and F series M shifters are all priced the same regardless of configuration. We charge $499 for the mechanism, $59 for the optional bushing set for the front of the shift arm, $20 for USA shipping . Payable with Paypal Friends and Family, Zelle Transfer, Personal Check and soon Venmo. If Paying with a Credit card or Paypal for Goods and Services, then there is a $30 fee. all payable upon completion and not at the time of ordering.
E60 M5, M6; F10 M5, F13 M6
I will add to this shortly. Right now just a couple of pictures of each model. Both these shifters are built the same way the e9xM3 is built so you can go there for details. The cost is a bit higher than that of the e9XM3. The e6XM gets the slight bump in price because the selector rod is a bit harder to build. The F10/F13 is also priced a bit higher because they are truly built as one offs and cannot be paired alongside another shifter like an N54 335 can be built alongside and e9xM3.
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Cost
Late 5 series M shifters are all priced the same regardless of configuration. We charge $499 for the mechanism, $59 for the optional bushing set for the front of the shift arm, $20 for USA shipping . Payable with Paypal Friends and Family, Zelle Transfer, Personal Check and soon Venmo. If Paying with a Credit card or Paypal for Goods and Services, then there is a $30 fee. all payable upon completion and not at the time of ordering.
E39 M5, E39 540i, E34M5, E34 540i
I will add to this shortly. Right now just a couple of pictures of each model. Both these shifters are built the same way the e9xM3 is built so you can go there for details. The cost is quite a bit higher than that of the e9XM3. The e39M5 and the 540i gets the bump in price because the selector rod is very expensive to manufacture. I actually have to cut it with a mill from plate steel and the tool wear is considerable. The optional bushing is also more expensive because it requires time to assemble. This is due to the unusual setup of the BMW M5 and 540 shift arm.
Cost
5 series M shifters are all priced the same regardless of configuration. We charge $499 for the mechanism, $59 for the optional bushing set for the front of the shift arm, $20 for USA shipping . Payable with Paypal Friends and Family, Zelle Transfer, Personal Check and soon Venmo. If Paying with a Credit card or Paypal for Goods and Services, then there is a $30 fee. all payable upon completion and not at the time of ordering.
Early Non M , 3 Series
I will add to this shortly. Right now just a couple of pictures.This section includes the e30 models 325 e and 325i and the 318i. What will dictate what shifter can be built for these models depends in part on whether the shift arm or bracket is made of steel or Aluminium. In 1986 BMW stopped its great stamped steel bracket tradition and switched to the singularly worst bracket they ever made. An Aluminium contraption with a single rubber bushing up front.
So if your 3 series was built before 1986, then you have a steel shift arm or console ( You can see the difference right here), In which case you should replace both Isolation blocks while replacing the shifter. These early levers were held in place by a contraption that included 2 half bushings and a spring and circlip combination. While complicated these shiftarms are quite good. Mostly it is because the arm is anchored to the back of transmission using 2 anchor points spaced almost 4 inches apart. This means the shift arm does not wander around when shifting.
But if your 3 series was built in 1986 through 1991 ( a bit later if a convertible) then the shift arm or bracket is made of Aluminium with a one piece bushing to anchor the arm to the gearbox. This resulted in a wandering creating an unstable platform from which to activate the gearbox. While the one piece bushing was an improvement over the earlier two piece bushing the poor connection of the arm to the gearbox necessitate an upgrade at that connection. This is where our Urethane /Bronze bushig shines. That bushing is borrowed straight out our AutoCross models and allows you to use the OEM shift arm and solidly secure it at the same time to the transmission.
Lately however the e30 is seeing a revival. Fully deserved considering that it is a great car. Lightweight ,Go Kart like and almost entirely Analog. As such folks restoring it have been asking for less basic shifters than the ones depicted in the first two photos. Many customers are requesting AutoX for their 86 and later cars which I now routinely build and some for the earlier models as well. If you have an early model I do not build an AutoX routinely but have done it as a custom order. I however am now able to build an Ultra Without Arm for the earlier non M e30s . The pivot improvement and the Teflon Lined Spherical bearing of the Ultra Without Arm, similar in construction to the F8xM shifter we build makes these early e30 a hoot to shift.
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Cost
Steel Pivot ball mechanisms generally run $400. Ultra without Arm $469. AutoX $580 . Add $20 for USA shipping . Payable with Paypal Friends and Family, Zelle Transfer, Personal Check and soon Venmo. If Paying with a Credit card or Paypal for Goods and Services, then there is a $25-30 fee. all payable upon completion and not at the time of ordering.
e8x,e9x Non M 128,228,135,335,130
I will add to this shortly. Right now just a couple of pictures of some models. I rarely build the 130 and I am not even sure I have a photoof it on hand . I think the last one I built was in 2021 but it is priced the same as the 328i or the 228i. Those I build quite a bit. Typically folks like a 25% reduction and a few mm shorter height.
The 135, 335 I build quite a bit. There are essentially two kinds of shifters. N54 and N55. The difference is not in the throw or travel but in the geometry of each shifter. The N54 models are much critical to set up because their selector rod is quite short So the pivot point needs to be raised not only to avoid contact with drivetrain but so that the transfer of force occurs in as much a linear fashion as possible. What I try to avoid at all cost is a cam effect with the N54 where the shifter resists then gives way. It feels fun at first but it is really distracting in the long term
The N55 models are essentially hybrids between the 228i,328iand the N54s.
All models use the e9xM3 pivot which is a beast.
Cost
5 series M shifters are all priced the same regardless of configuration. We charge $499 for the mechanism, $59 for the optional bushing set for the front of the shift arm, $20 for USA shipping . Payable with Paypal Friends and Family, Zelle Transfer, Personal Check and soon Venmo. If Paying with a Credit card or Paypal for Goods and Services, then there is a $30 fee. all payable upon completion and not at the time of ordering.
1M, M Coupe
I will add to this shortly. Right now just a couple of pictures of each model. Both these shifters are built the same way the e9xM3 is built so you can go there for details. The cost is quite a bit higher than that of the e9XM3. The e39M5 and the 540i gets the bump in price because the selector rod is very expensive to manufacture. I actually have to cut it with a mill from plate steel and the tool wear is considerable. The optional bushing is also more expensive because it requires time to assemble. This is due to the unusual setup of the BMW M5 and 540 shift arm.
Cost
5 series M shifters are all priced the same regardless of configuration. We charge $499 for the mechanism, $59 for the optional bushing set for the front of the shift arm, $20 for USA shipping . Payable with Paypal Friends and Family, Zelle Transfer, Personal Check and soon Venmo. If Paying with a Credit card or Paypal for Goods and Services, then there is a $30 fee. all payable upon completion and not at the time of ordering.
F series without M prefix
I will add to this shortly. Right now just a couple of pictures of each model. Both these shifters are built the same way the e9xM3 is built so you can go there for details. The cost is quite a bit higher than that of the e9XM3. The e39M5 and the 540i gets the bump in price because the selector rod is very expensive to manufacture. I actually have to cut it with a mill from plate steel and the tool wear is considerable. The optional bushing is also more expensive because it requires time to assemble. This is due to the unusual setup of the BMW M5 and 540 shift arm.
Cost
5 series M shifters are all priced the same regardless of configuration. We charge $499 for the mechanism, $59 for the optional bushing set for the front of the shift arm, $20 for USA shipping . Payable with Paypal Friends and Family, Zelle Transfer, Personal Check and soon Venmo. If Paying with a Credit card or Paypal for Goods and Services, then there is a $30 fee. all payable upon completion and not at the time of ordering.
G series M cars
I will add to this shortly. Right now just a couple of pictures of each model. Both these shifters are built the same way the e9xM3 is built so you can go there for details. The cost is quite a bit higher than that of the e9XM3. The e39M5 and the 540i gets the bump in price because the selector rod is very expensive to manufacture. I actually have to cut it with a mill from plate steel and the tool wear is considerable. The optional bushing is also more expensive because it requires time to assemble. This is due to the unusual setup of the BMW M5 and 540 shift arm.
Cost
5 series M shifters are all priced the same regardless of configuration. We charge $499 for the mechanism, $59 for the optional bushing set for the front of the shift arm, $20 for USA shipping . Payable with Paypal Friends and Family, Zelle Transfer, Personal Check and soon Venmo. If Paying with a Credit card or Paypal for Goods and Services, then there is a $30 fee. all payable upon completion and not at the time of ordering.
Early Non-M 5 and 6 series
I will add to this shortly. Right now just a couple of pictures of each model. Both these shifters are built the same way the e9xM3 is built so you can go there for details. The cost is quite a bit higher than that of the e9XM3. The e39M5 and the 540i gets the bump in price because the selector rod is very expensive to manufacture. I actually have to cut it with a mill from plate steel and the tool wear is considerable. The optional bushing is also more expensive because it requires time to assemble. This is due to the unusual setup of the BMW M5 and 540 shift arm.
Cost
5 series M shifters are all priced the same regardless of configuration. We charge $499 for the mechanism, $59 for the optional bushing set for the front of the shift arm, $20 for USA shipping . Payable with Paypal Friends and Family, Zelle Transfer, Personal Check and soon Venmo. If Paying with a Credit card or Paypal for Goods and Services, then there is a $30 fee. all payable upon completion and not at the time of ordering.
Z3M
I will add to this shortly. Right now just a couple of pictures of each model. Both these shifters are built the same way the e9xM3 is built so you can go there for details. The cost is quite a bit higher than that of the e9XM3. The e39M5 and the 540i gets the bump in price because the selector rod is very expensive to manufacture. I actually have to cut it with a mill from plate steel and the tool wear is considerable. The optional bushing is also more expensive because it requires time to assemble. This is due to the unusual setup of the BMW M5 and 540 shift arm.
Cost
5 series M shifters are all priced the same regardless of configuration. We charge $499 for the mechanism, $59 for the optional bushing set for the front of the shift arm, $20 for USA shipping . Payable with Paypal Friends and Family, Zelle Transfer, Personal Check and soon Venmo. If Paying with a Credit card or Paypal for Goods and Services, then there is a $30 fee. all payable upon completion and not at the time of ordering.
Z4M
I will add to this shortly. Right now just a couple of pictures of each model. Both these shifters are built the same way the e9xM3 is built so you can go there for details. The cost is quite a bit higher than that of the e9XM3. The e39M5 and the 540i gets the bump in price because the selector rod is very expensive to manufacture. I actually have to cut it with a mill from plate steel and the tool wear is considerable. The optional bushing is also more expensive because it requires time to assemble. This is due to the unusual setup of the BMW M5 and 540 shift arm.
Cost
5 series M shifters are all priced the same regardless of configuration. We charge $499 for the mechanism, $59 for the optional bushing set for the front of the shift arm, $20 for USA shipping . Payable with Paypal Friends and Family, Zelle Transfer, Personal Check and soon Venmo. If Paying with a Credit card or Paypal for Goods and Services, then there is a $30 fee. all payable upon completion and not at the time of ordering.
2002
I will add to this shortly. Right now just a couple of pictures of each model. Both these shifters are built the same way the e9xM3 is built so you can go there for details. The cost is quite a bit higher than that of the e9XM3. The e39M5 and the 540i gets the bump in price because the selector rod is very expensive to manufacture. I actually have to cut it with a mill from plate steel and the tool wear is considerable. The optional bushing is also more expensive because it requires time to assemble. This is due to the unusual setup of the BMW M5 and 540 shift arm.
Cost
5 series M shifters are all priced the same regardless of configuration. We charge $499 for the mechanism, $59 for the optional bushing set for the front of the shift arm, $20 for USA shipping . Payable with Paypal Friends and Family, Zelle Transfer, Personal Check and soon Venmo. If Paying with a Credit card or Paypal for Goods and Services, then there is a $30 fee. all payable upon completion and not at the time of ordering.
Others
I will add to this shortly. Right now just a couple of pictures of each model. Both these shifters are built the same way the e9xM3 is built so you can go there for details. The cost is quite a bit higher than that of the e9XM3. The e39M5 and the 540i gets the bump in price because the selector rod is very expensive to manufacture. I actually have to cut it with a mill from plate steel and the tool wear is considerable. The optional bushing is also more expensive because it requires time to assemble. This is due to the unusual setup of the BMW M5 and 540 shift arm.
Cost
5 series M shifters are all priced the same regardless of configuration. We charge $499 for the mechanism, $59 for the optional bushing set for the front of the shift arm, $20 for USA shipping . Payable with Paypal Friends and Family, Zelle Transfer, Personal Check and soon Venmo. If Paying with a Credit card or Paypal for Goods and Services, then there is a $30 fee. all payable upon completion and not at the time of ordering.
The Importance of a Better Pivot
Look at photo number 1. It shows a factory lever in its bushing. The current OEM pivot ball is made of Nylon. It rides in a nylon bushig that is harder so in essence the ball is sacrificial. It is also smaller in some respects that the original steel ball that nylon bushing was designed for. So under moderate shifting the center of the ball shifts within the Nylon bushing.
Look at photo number 2 . It depicts the Standard Ultra pivot ball. As you can see it is made of steel and somewhat larger than the OEM ball . In fact it is a hair larger than the OEM steel ball that was the staple of BMW shifters until the mid 90s. I made it a hair larger to add a bit of preload inside the OEM nylon bushing so that the pivot of our Ultra shifter is stabilized and can handle hard shifting with a lot less movement.
Now look at photo number 3. This is the pivot on the AutoX. it is a spherical bearing. it is used to control the rotation of race cars suspension components. it is designed to have zero movements even if subjected to a force of several thousand pounds. More force than any of us could possibly exert on a shifter knob. This pivot will not move and it is the secret of the AutoX precision.
1. BMW Nylon Pivot Ball
2. AutoSolutions Steel Ball
3. AutoSolutions Spherical Bearing
Unstable Pivot Analogy
Picture a pair of pliers. It is designed to cut steel wire. It is made of the noblest Samurai sword steel one can afford. The cutting edge was hardened and sharpened first by machine then by an old timer by hand until it can split a hair in two. Its hinge or pivot unfortunately was neglected and has a some play in it. Just enough so that the cutting edges do not perfectly mate . Regardless of the quality of the steel this will be a sub standard tool. It is the same with a shifter. if it wobbles when shifting hard precision becomes an illusion.