See my post in the other thread on SSK/CDV for my impression of the value of the CDV delete, and a direct comparison by an experienced bimmer shift guy of the difference. You can use UUC's [or others'] replacement valve, or not. Do the CDV immediately, regardless of whether you spring for the SSK of have clutch repairs pending. Do bleed the clutch, refill with brake fluid [UUC used Motul 600, I was charged for .5 liter]

E46 transfer case
 

I can't say for certain about the 330XI, but the 325XI that we have has a NV124 transfer case and the attachment points look to be different then the NV125. I don't know if the NV 124 case would hold up to the demands of an E53 vs the E46 for which it was intended. Even if it would, you would probably have to relocate your support mount and modify front and rear prop shafts to the new lengths. A lot of work to change fly wheels.
Or, the difference could be made up if the transmission rear housing case could be modified to bolt up to a S5D 320Z (E46 manual) off of a S5D 280Z (E53 manual). Of course the only benefit of that would be if the length of both transmissions were the same that way you could keep the NV125 and current prop shafts.
These examples are based on and early E53, if you have a late model the transmission maybe different.

They did it to reduce driveline shock from people letting the clutch out too quickly. It doesn't change when the clutch moves, just how fast it moves, and thus the elapsed time until engagement.

We had a 325xi. I understood that the NV124 and NV125 were essentially the same transfer case, except that the 125 has a chain drive instead of a gear drive. That has to do with the greater offset to the front driveshaft (higher vehicle). That makes them not interchangeable. If BMW had been able to make the front driveshaft work on the E53 with the NV124, they wouldn't have needed to develop the NV125.

Just yanked my cdv out. Def a very noticeable change / improvement. It gives a tighter more precise feel and I noticed less peddle pressure presumable due to the less resistance in the line. I can notice a tighter engagement in all shifts but I notice that it goes into the gate from 2 into 3 more easily and, as said, most noticeable is 1 to 2. I thought it was the gearing or that I just wasnt used to the vehicle enough but getting a smooth shift from 1 to 2 was all but impossible with the cdv on now it is way way easier and makes 1st gear actually useable. As far as my little diy on this:

Tools - 7mm, 11mm, 13mm, and 14mm wrenches, vise grip, one man brake bleeder

-First I topped of the clutch / brake reservoir.
-Then I picnched the hose with the vise grip (It should go without saying not to apply to much force and damage the hose - less is more)
-Next I opened the bleeder using the 7mm wrench (at this point this is mostly just to ensure that it will open)
-Next up I unscrewd the brake line from the cdv using the 11mm wrench.
-Then I unscrewed the CDV from the slave cylinder using the 14mm wrench.
-Now I removed the lower 13mm nut that holds the slave cylinder on (this was to make it easier to align the brake lines threads into the slave.)
-The brake line is spooled up so it is very easy to bend some to make up the distance of the cdv. So after bending a little I then threaded and tightened it in place and then re-tightened the 13mm nut.
-next I hooked the 1 man bleeder up to the bleeder and pulled the vice grip off. The fluid flowed freely into the line and contained no bubbles so I just tightened the bleeder back up and reinstalled the rubber cap. Finally checked the reservoir again and that was it!

All in all in all it was about 20-30 min with maybe 10 min under the vehicle. I probably wouldn't have put this off so long if I didn't hate brake fluid and melting snow on cars so much but whatever. It was a good opportunity to get a look at what the SSK will take. That shift linkage is really nestled away up there!!

Guys if any of you are on the fence about the UUC Evo3 short shifter, until 1/27 you can order it for 10% off and free shipping to the lower 48. Comes in at $319 shipped for me.

BMW CATALOG / Short Shifter Kits (SSK) and DSSRs

UUC SSK Install time?
 

Has anyone installed this yet? How long did it take and how big PITA? UUC quoted 6 hours for them to do it in their shop so it makes me a bit nervous about DIY time without a lift, experience, etc.

UUC installed mine a couple weeks ago; we are awaiting a report from a poster here who has installed the SSK in other bimmers, but should have his X5 version soon. As best I recall, he puthis expected install time at less than that. You can look at install tips for other bimmer models on the UUC website and, especially, the good E36 tech guidance for the install at Pelican Parts. I expect it really depends on your mechanical skills and flexibility [if you don't have access to a lift] from a creeper - and having small, flexible hands to do the one 'blind' clip fit. That said, if you've never done this before, it could take several hours. Personally, I always underestimate how much time it actually takes me to do anything on a car .....

Just ordered mine, thanks for the heads up rb that made me pull the trigger haha. They should give you a commission.

I'll put it in as soon as they get it to my door! The only thing that I see that makes this any different than doing a uuc short shifter in an any other similar vintage bmw's is that we have two of those fun clips to undue blind. Other than that it has more clearance and looks like it shouldn't be to big of a deal. Of course I'll let you guys know how it goes.

I'm assuming the "you" in this post is "me," and not Ricky Bobby, who is drafting on me like he was Kyle Laughton, Jr. :). Make sure you take pictures!