So after Spec failed, who's using what with success in the 996 turbo world? Car is only chipped w/exhaust and valves. It's a daily driver and see's snow as well. It has an aluminum flywheel, solid disc and Spec pressure plate right now that I'm about to remove and discard, which was terrible to drive, solid disc & aluminum flywheel.

Thanks everyone

 

Sorry to hear.. I have had my fare share of clutches, Easiest one so far has been the duel mass with clutch masters ceramic disc (un sprung) and clutch masters modded pressure plate. Next up would be the RS flywheel (if light weight is needed) with sintered iron disc from Mcleod sprung and clutch masters modded 999 pressure plate.

 

I've installed a great deal of Southbend/DXD's clutches in big power Audi S4's with good success, anyone use their products on there?

 

when you ran the unsprung disc, did you still have a dual mass flywheel?

 

What was it that you did not like about your LTWFW and solid disc?

 

Terribly harsh engagement, too much for the street.

 

Yes... Must have some give. Sometimes a needle bearing is missing and that will cause the chatter.

 

I just picked my car up from the shop yesterday with a fresh UMW clutch/LWFW kit installed and couldn't be happier. I've never had a LWFW before and was worried about the "chatter" I've heard some complain about. After putting 100 miles on the car so far I have no complaints and LOVE the quicker revs.

I was also pleasantly surprised by how easy it is to drive. Feels like stock and is not grabby at all.

I know many on this board have recommended a variety of other packages over the years but I thought I'd share my positive experience with UMW's kit.

 

My stock clutch feels very grabby...

 

I sent ya a PM... did ya get it?

 

Yes, but of course, I'm not allowed not PM anyone but a moderator since I have so few posts. Once I post a few more times, I'll reply back, Thanks for the info and I'll elaborate more soon.

 

I am just getting familiar with the clutches on Porsche's, can you explain how or why the spec clutch with a Dual Mass is harder to drive then the Single Mass LTWFW and clutch? Is it that the spec clutches are rated to handle more pressure, thus not as streetable, due to the high clamping force of the clutch??? I have been running LTWFW and clutches (280MM from BMW M70/3 V12's) with 900+ ft/lbs capacity in my E39 M5 and that is just as streetable, if not more streetable, then the dual mass and stock 240mm clutch, thus why I am curious.

 

A dual mass flywheel is harder to drive then a single LWFW ????Thats new to me,,since when??...I guess there is always new info out there....lol.....

 

Yes...

 

:facepalm: How on earth did the confusion start towards the end of this thread?

The vehicle in question has a SOLID aluminum flywheel, a Spec pressure plate and a SOLID (NON-sprung, NON-dampened) disc. This combination is equivelent to the light switch on your wall. With the lower mass of the aluminum flywheel, there is less inertia so it revs quicker, both up and down. Cool, but... it will be a little bit more prone to stalling in some situations on engagement from a stop. That combined with a high clamping force pressure plate, and a solid disc is just not enjoyable to drive if you ask me. This is just MY opinion, I am not inviting two dozen people who LOVE thier solid discs to pig pile on me why they love it so much.


Factory, the flywheel was a dual mass (2 pc, Dampened unit) with a sprung disc. Two pcs to dampen the shock load from between the engine and driveline. Higher mass from the flywheel combined with springs make it easier to drive, you can "get away" with more while operating it. Removing it ALL turns it from a street car into a race car, which can be embarrasing in the drivethrough at Starbucks spilling your double latte chai vente when you stall.

Some people dislike dual mass flywheels (myself included) b/c they are vague and feel mushy. But going to a full lightweight aluminum unit can be too much of a good thing sometimes. Depends on the application.

What is going to be installed in the vehicle is a Southbend/DXD endurance pressure plate, OFE compound full faced feramic disc with dampened/sprung hub, bolted to the present aluminum flywheel. The sprung hub on the disc will aid in drivability and remove some of the positive engagement. It's all a compromise, but not spilling your coffee is a plus in my book.

Pictures of the failed components will be included soon. Gearbox is halfway out... Wife's got a gall stone the size of a gumball that acted up last week, so between the Dr's and hospital I was a tad occupied last week.