Engineered in-house, our torque plate is designed to provide a robust and uniform clamping surface between the flywheel and crankshaft across a range of BMW engine applications. Compatible with both factory and Turner performance flywheels, it helps prevent surface galling and ensures consistent torque distribution during installation.

Features:

Prevents galling and wear at the crankshaft-to-flywheel interface under high clamping loads
Promotes even load distribution for improved fastener integrity and long-term reliability
Compatible with a variety of BMW flywheel setups, including OEM and aftermarket configurations
Design:

Precision-machined from cold rolled steel for high strength and dimensional accuracy
Heat treated to 32 HRC for increased surface hardness and wear resistance
Clear zinc anodized for enhanced corrosion protection
Laser-etched Turner logo
Ideal for performance builds and drivetrain refreshes, this torque plate is a critical component for maintaining proper flywheel installation and maximizing long-term durability across multiple BMW platforms.

Lightweight flywheel for quicker, effortless revs that improve throttle response and free up lost horsepower. Tested and approved by our engineering team at Turner Motorsport. Tested in early, late, ETA and IS model E30s for confirmed fitment.

Introducing our Turner Flywheel: an ingenious blend of lightweight design, rich features, and remarkable strength! Crafted from 4140 HT Steel, this flywheel is precision-machined from a solid piece, ensuring unmatched durability. By strategically trimming excess weight from its original design, we've achieved a significant reduction in weight, giving new life to your M20 engine. With upgraded efficiency, your M20 can now swiftly spin to high RPMs, unleashing the full power and prowess of this formidable engine. Our flywheel features a ring gear profile compatible with all starters, alongside a reference tab tailored for early cars equipped with bellhousing-mounted sensor crank position detection.

Do you have an early model transmission with the crank sensors on the bellhousing? Maybe you have a late 325is with the crank sensor on the front of the engine, or maybe you have a 1988 super ETA. No matter which E30 model you have, our flywheel is the perfect choice for you.

During the engineering process we encountered the full spectrum of M20 and flywheel combinations. Early cars with bellhousing crank sensors, late cars with front mounting crank sensors and even a super ETA. On this adventure we found both early and late single mass flywheels and even the dual mass that we thought for sure was just a myth. At first we were hesitant that we could make one flywheel to fit them all but with the persistence of our engineering team(fleet of E30 enthusiasts) we can proudly say our M20 flywheel does in fact fit all engine and transmission applications you can think of.

Features and benefits:

Fits early and late models with M20
Fits shallow and deep bellhousing transmissions
Ring gear suited for both starters (P# 12411726504 + 12411361874)
Heavier than other lightweight flywheels, lighter than OEM, its like the Goldie Locks of flywheels - its just right
Reference pin for bellhousing crank sensor
Strong Single-Piece 4140 HT Steel construction
Designed to be used with factory and OE clutches
Weight Comparisons:

​Factory single mass flywheel EARLY (11221705046) - 23.69 lbs.
Factory single mass flywheel LATE (11221706573) - 18.74 lbs.
Dual mass flywheel (21211225979) - 27.56 lbs.
Turner flywheel - 14 lbs.
What you need:

Short bellhousing transmissions (I/IS) - Throw-out bearing P# 21517521471
Tall bellhousing transmission (ETA) - Throw-out bearing P# 21511204525

This braided stainless steel line replaces the stock hydraulic hose connecting your clutch slave cylinder to the clutch master cylinder. There are several deficiences with rubber, especially as it ages - when new the rubber expands and swells under pressure and the pedal can feel spongy. As rubber ages and is exposed to extreme temperatures the rubber can harden and even shrink (common on brake hoses), which results in a stiff pedal. Rubber clutch lines do not stand up to the stresses of hard use. ECS Exact-Fit stainless reinforced clutch lines provide more confident and dependable shifting by maintaining consistent line pressure, long lasting corrosion resistance, and increased protection from failure. These lines are reinforced with braided stainless steel mesh, affording superior expansion resistance. This resistance to expansion creates a firmer pedal, and a more direct clutch pedal feel. The signature red polymer coating provides additional protection from the elements and abrasion.

This particular stainless steel clutch line fits the following BMWs:
1992-1997 E36 BMW 318i 318is 318ic 318ti 325i 325is 325ic
1996-2002 Z3 BMW Z3 1.9 Z3 2.3 Z3 2.5 Z3 2.8
1998-2000 Z3 BMW M Roadster M Coupe (S52)

This braided stainless steel line replaces the stock hydraulic hose connecting your clutch slave cylinder to the clutch master cylinder. There are several deficiences with rubber, especially as it ages - when new the rubber expands and swells under pressure and the pedal can feel spongy. As rubber ages and is exposed to extreme temperatures the rubber can harden and even shrink (common on brake hoses), which results in a stiff pedal. Rubber clutch lines do not stand up to the stresses of hard use. ECS Exact-Fit stainless reinforced clutch lines provide more confident and dependable shifting by maintaining consistent line pressure, long lasting corrosion resistance, and increased protection from failure. These lines are reinforced with braided stainless steel mesh, affording superior expansion resistance. This resistance to expansion creates a firmer pedal, and a more direct clutch pedal feel. The signature red polymer coating provides additional protection from the elements and abrasion.

This particular stainless steel clutch line fits the following BMWs:
1984-1991 E30 BMW 318i 318is 318ic 325e 325es 325i 325ic 325is 325ix M3
1988 E28 BMW M5
1987-1989 E24 BMW M6 

This braided stainless steel line replaces the stock hydraulic hose connecting your clutch slave cylinder to the clutch master cylinder. There are several deficiences with rubber, especially as it ages - when new the rubber expands and swells under pressure and the pedal can feel spongy. As rubber ages and is exposed to extreme temperatures the rubber can harden and even shrink (common on brake hoses), which results in a stiff pedal. Rubber clutch lines do not stand up to the stresses of hard use. ECS Exact-Fit stainless reinforced clutch lines provide more confident and dependable shifting by maintaining consistent line pressure, long lasting corrosion resistance, and increased protection from failure. These lines are reinforced with braided stainless steel mesh, affording superior expansion resistance. This resistance to expansion creates a firmer pedal, and a more direct clutch pedal feel. The signature red polymer coating provides additional protection from the elements and abrasion.

This particular stainless steel clutch line fits the following BMWs:
1996-1999 E36 BMW 323ic 323is 328i 328is 328ic
1995-1999 E36 BMW M3
1993-1995 E34 BMW 530i 540i 

Eliminate the factory clutch delay valve and enjoy faster, more precise clutch engagement with the ECS Clutch Delay Valve (CDV) Removal Tool Kit. Designed for F and G-Chassis manual BMWs, this kit makes removing the hydraulic restrictor safe, simple, and reliable, no slave cylinder removal required.

Most modern BMWs come from the factory with a plastic slave cylinder featuring a CDV, intended to smooth engagement and reduce driveline shock for less experienced drivers. In practice, this restrictor can dull pedal feedback, slow shifts, and increase clutch wear. Removing it restores the sharp, direct clutch feel that BMW enthusiasts expect.

Key Benefits:

Faster, more predictable clutch engagement
Sharper pedal response and connected driving feel
No need to remove the slave cylinder
Tool Design:

Machined from durable 304 stainless steel
Includes precision removal and insertion tools
Knurled grip for easy handling
Built-in depth and angle control protects internal surfaces and ensures proper grommet alignment
Removal and Installation:

Disconnect the Clutch Line
Remove the clutch line from the slave cylinder to access the factory clutch delay valve.
Remove the Restrictor Plate
Thread the removal tool into the center of the small grommet. Once engaged, carefully pull the tool to remove the grommet and restrictor plate. The small rubber sealing O-ring will come out along with the plate.
Reinstall the O-Ring
Place the rubber O-ring onto the installation tool. Insert the tool into the slave cylinder to properly seat the O-ring in its original position.
Reconnect and Bleed the Clutch
Reattach the clutch line, add fluid, and bleed the system according to your manufacturer’s instructions.
Enjoy Enhanced Clutch Feel
With the delay valve removed, your clutch now engages faster and more predictably, giving your manual transmission the sharp, connected feel it was designed for.