BLUF: Big upgrade over stock for my tastes. A caveat or two, but overall very positive. Will update with any new impressions as the miles accumulate.
Intro
I’m usually leery of aftermarket mods, especially from small companies. Aftermarket parts almost never get anywhere near OE levels of development, so their upside/downside ratios vs. stock parts generally suck.
And then there are Autosolutions shift kits. AS is as small as companies get, and yet reviews of these kits seem overwhelmingly and almost unanimously positive. I sampled a couple before mine, and they’re among the best shifters I’ve ever experienced in any car.
I had wanted an AS shift kit since I had my old E36 M3. Missed my chance with that car, sadly. Fast-forward over a decade to our E90 M3 and its big drivetrain and suspension refresh, and I figured the time had finally come.
Custom Specs
AS kits are made to order and customizable. Ronald is great to talk with and will do everything he can to make a great shifter for your car and tastes.
I love tall shifters but wanted to keep the stock knob and boot for simplicity, so I estimated the max height that the stock boot could accommodate. Long story short, it looked like a 50mm longer lever would be possible; maybe even more with a reduced throw length. I asked for +40mm to be safe. Prior to me, Ronald had been given the impression that +25mm was the upper limit with the stock knob and boot, so we were in uncharted territory. I trusted my measurements, though, and Ronald agreed to give it a shot.
I initially asked Ronald for stock throw length at the new knob height. He politely but firmly pushed back on this, strongly recommending a reduction of 15% or more to get the best out of the kit. I took his advice on that and went with 15%.
Last was 80A vs. 95A carrier bushings. 95A adds precision, but also potentially noise – not something to take lightly given how noisy our transmissions are. Ronald warned me that there'd be no way to guess whether the noise would be noticeable or unpleasant (seems to be different for different cars), and that changing my mind later would suck because swapping those bushings out is a PITA. However, he also said the extra noise can sometimes be mitigated by adding wheel weights to the shifter lever. Ultimately, we agreed that 95A was probably a better call for my tastes.
My shift lever on the left, a stock one on the right:
Install Notes
Installation was straightforward thanks to Ronald’s pre-assembly, instructions, and support.
Only one snag: the "bearing bolts" (these things – BMW PN 25117529078) were hard to install while working in the confined space of the transmission tunnel. They had to be wrestled in by feel, with no good angles on them and the trans in the way. Apparently it’s much easier with stock carrier bushings, so maybe the 95As were the culprit here. Either way, what we should have done is connect the carrier to the trans while the trans was out for other work. I'm not saying you should pull your trans just to install this kit, but if you do happen to be pulling the trans, consider connecting the shifter carrier before reinstalling the trans. You can slide the shifter into place as the trans goes in.
Installed Pics
The boot has the least amount of slack when the shifter is in 6th gear position. Looks like there's enough for an even longer lever, though not by much:
Initial Impressions
As I understand, the foundation of Ronald’s design philosophy is increasing feedback. I'm definitely getting that. I feel completely plugged into the gearbox. It communicates synchro engagement more than stock just like how a track car communicates road imperfections more than a comfy street car does. It significantly amplifies any kickback or resistance from the gearbox itself. Effort is higher, and I feel shifts all through my arm in ways I don't recall ever feeling with any other shifter I've daily-driven.
Notably, the extra feedback doesn't come with any of the stupid, pointless resistance I’ve felt in a lot of other aftermarket shift kits. It just feels super communicative and engaging.
Another problem with most aftermarket shifters, especially short shifters, is that they make it harder to tell where you are in the shift pattern. That's the main reason I had initially asked for stock throw length with this kit. But I needn't have worried at all. There's no such problem with this kit. I know exactly where I am in the pattern, every time. It's uncanny.
Overall feel is night-and-day from the rubbery, remote-feeling stock shifter. A much more vivid experience. Every shift feels different – because it is, and the nuances aren't all being smothered by bushings. Every bit of useful feedback from the synchros comes through with more intensity and fidelity. And it feels like there's no slack in the assembly at all.
That extra feedback can slow shifts down a bit. The way the kickback from the synchros is amplified, you can't just ram home imperfect shifts the way you can with the stock shifter. But you CAN shift quickly with this kit if you get your timing and footwork right, and when you do, it feels awesome. Maybe this isn't the best balance for someone who likes lazy shifting and/or wants to compete with DCT shift times. For my part, I find it hugely involving and love that it can make me a better driver.
I’m definitely getting more gearbox noise, as expected from the 95A carrier bushings. Noticeable, but not really loud or off-putting IMO. Easily drowned out by HVAC, music, or lowered windows. I imagine most aftermarket exhausts would make it unnoticeable (mine's bone stock). At the same time, I can also imagine why someone looking to daily drive their AS shifter might prefer the 80A option.
I'm still deciding what I think about the knob height I specced. It's not nearly as high as I'd like from a purely functional standpoint; ideally I'd want something much closer to the height of the steering wheel. Nor is it as good as the stock knob height for lazily flicking the shifter back-and-forth with your elbow on the armrest. On the other hand, a shifter as high as I'd like would look hideous without the right boot, lever color, etc.; that'd take more searching and experimentation, and I wanted to keep this project simple. As for the lazy-shifting advantage of the stock shifter height, I don't think facilitating lazy driving is a real asset. Control and involvement are what should be promoted, not laziness. So, overall, I don't think this knob height was a bad call per se. What I'm still unsure about is whether there's a tangible upside. I feel like there is, because shifting feels so damn much better. But I can't tell how much of that (if any) is from the knob height. Maybe I'll form more of an opinion with time.
Overall, comparing the stock shifter to this kit feels like comparing a bone stock F32 335i to a slightly firmed-up E46 M3. One is quite capable and super refined but feels remote and sterile, like it’s trying to hide as much as possible from your attention. The other is grittier – but vivid, revealing, lively, rewarding, ever-present in every way, and fun. You get the idea.
Is this kit a match for the E9x M3’s character? It certainly feels like a match for mine, though YMMV. The E9x M3 is fundamentally more of a plush cruiser than most M3s; if that's why you like it, your AS shift kit should be different – maybe less throw length reduction, probably stock knob height, definitely softer carrier bushings. Personally, I came to the E9x M3 because, of all the MT + RWD + NA + HPS sedans out there, this car is the closest thing to a no-apologies sports car – though it’s still miles off. The few mods I've done have been aimed at marginally reducing that distance without killing daily drivability. In this case, mission accomplished.
Intro
I’m usually leery of aftermarket mods, especially from small companies. Aftermarket parts almost never get anywhere near OE levels of development, so their upside/downside ratios vs. stock parts generally suck.
And then there are Autosolutions shift kits. AS is as small as companies get, and yet reviews of these kits seem overwhelmingly and almost unanimously positive. I sampled a couple before mine, and they’re among the best shifters I’ve ever experienced in any car.
I had wanted an AS shift kit since I had my old E36 M3. Missed my chance with that car, sadly. Fast-forward over a decade to our E90 M3 and its big drivetrain and suspension refresh, and I figured the time had finally come.
Custom Specs
AS kits are made to order and customizable. Ronald is great to talk with and will do everything he can to make a great shifter for your car and tastes.
I love tall shifters but wanted to keep the stock knob and boot for simplicity, so I estimated the max height that the stock boot could accommodate. Long story short, it looked like a 50mm longer lever would be possible; maybe even more with a reduced throw length. I asked for +40mm to be safe. Prior to me, Ronald had been given the impression that +25mm was the upper limit with the stock knob and boot, so we were in uncharted territory. I trusted my measurements, though, and Ronald agreed to give it a shot.
I initially asked Ronald for stock throw length at the new knob height. He politely but firmly pushed back on this, strongly recommending a reduction of 15% or more to get the best out of the kit. I took his advice on that and went with 15%.
Last was 80A vs. 95A carrier bushings. 95A adds precision, but also potentially noise – not something to take lightly given how noisy our transmissions are. Ronald warned me that there'd be no way to guess whether the noise would be noticeable or unpleasant (seems to be different for different cars), and that changing my mind later would suck because swapping those bushings out is a PITA. However, he also said the extra noise can sometimes be mitigated by adding wheel weights to the shifter lever. Ultimately, we agreed that 95A was probably a better call for my tastes.
My shift lever on the left, a stock one on the right:
Install Notes
Installation was straightforward thanks to Ronald’s pre-assembly, instructions, and support.
Only one snag: the "bearing bolts" (these things – BMW PN 25117529078) were hard to install while working in the confined space of the transmission tunnel. They had to be wrestled in by feel, with no good angles on them and the trans in the way. Apparently it’s much easier with stock carrier bushings, so maybe the 95As were the culprit here. Either way, what we should have done is connect the carrier to the trans while the trans was out for other work. I'm not saying you should pull your trans just to install this kit, but if you do happen to be pulling the trans, consider connecting the shifter carrier before reinstalling the trans. You can slide the shifter into place as the trans goes in.
Installed Pics
The boot has the least amount of slack when the shifter is in 6th gear position. Looks like there's enough for an even longer lever, though not by much:
Initial Impressions
As I understand, the foundation of Ronald’s design philosophy is increasing feedback. I'm definitely getting that. I feel completely plugged into the gearbox. It communicates synchro engagement more than stock just like how a track car communicates road imperfections more than a comfy street car does. It significantly amplifies any kickback or resistance from the gearbox itself. Effort is higher, and I feel shifts all through my arm in ways I don't recall ever feeling with any other shifter I've daily-driven.
Notably, the extra feedback doesn't come with any of the stupid, pointless resistance I’ve felt in a lot of other aftermarket shift kits. It just feels super communicative and engaging.
Another problem with most aftermarket shifters, especially short shifters, is that they make it harder to tell where you are in the shift pattern. That's the main reason I had initially asked for stock throw length with this kit. But I needn't have worried at all. There's no such problem with this kit. I know exactly where I am in the pattern, every time. It's uncanny.
Overall feel is night-and-day from the rubbery, remote-feeling stock shifter. A much more vivid experience. Every shift feels different – because it is, and the nuances aren't all being smothered by bushings. Every bit of useful feedback from the synchros comes through with more intensity and fidelity. And it feels like there's no slack in the assembly at all.
That extra feedback can slow shifts down a bit. The way the kickback from the synchros is amplified, you can't just ram home imperfect shifts the way you can with the stock shifter. But you CAN shift quickly with this kit if you get your timing and footwork right, and when you do, it feels awesome. Maybe this isn't the best balance for someone who likes lazy shifting and/or wants to compete with DCT shift times. For my part, I find it hugely involving and love that it can make me a better driver.
I’m definitely getting more gearbox noise, as expected from the 95A carrier bushings. Noticeable, but not really loud or off-putting IMO. Easily drowned out by HVAC, music, or lowered windows. I imagine most aftermarket exhausts would make it unnoticeable (mine's bone stock). At the same time, I can also imagine why someone looking to daily drive their AS shifter might prefer the 80A option.
I'm still deciding what I think about the knob height I specced. It's not nearly as high as I'd like from a purely functional standpoint; ideally I'd want something much closer to the height of the steering wheel. Nor is it as good as the stock knob height for lazily flicking the shifter back-and-forth with your elbow on the armrest. On the other hand, a shifter as high as I'd like would look hideous without the right boot, lever color, etc.; that'd take more searching and experimentation, and I wanted to keep this project simple. As for the lazy-shifting advantage of the stock shifter height, I don't think facilitating lazy driving is a real asset. Control and involvement are what should be promoted, not laziness. So, overall, I don't think this knob height was a bad call per se. What I'm still unsure about is whether there's a tangible upside. I feel like there is, because shifting feels so damn much better. But I can't tell how much of that (if any) is from the knob height. Maybe I'll form more of an opinion with time.
Overall, comparing the stock shifter to this kit feels like comparing a bone stock F32 335i to a slightly firmed-up E46 M3. One is quite capable and super refined but feels remote and sterile, like it’s trying to hide as much as possible from your attention. The other is grittier – but vivid, revealing, lively, rewarding, ever-present in every way, and fun. You get the idea.
Is this kit a match for the E9x M3’s character? It certainly feels like a match for mine, though YMMV. The E9x M3 is fundamentally more of a plush cruiser than most M3s; if that's why you like it, your AS shift kit should be different – maybe less throw length reduction, probably stock knob height, definitely softer carrier bushings. Personally, I came to the E9x M3 because, of all the MT + RWD + NA + HPS sedans out there, this car is the closest thing to a no-apologies sports car – though it’s still miles off. The few mods I've done have been aimed at marginally reducing that distance without killing daily drivability. In this case, mission accomplished.
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