My 4 year old clutch / light weight flywheel install is on it's last legs. Clutch starts to slip as soon as boost comes on.

I want to go back to the dual mass flywheel for various reasons: 1) I'm ready to give up the noise of the LWFW. 2) I want more than 1/2 inch of clutch travel for easier modulation, 3) Except for 1 attempt, my wife hasn't driven my car since the current clutch & LWFW was installed 4 years ago and I want her to be able to drive it once in a while.

What are my choices? Is there a clutch with meaningful modulation room that uses a LWFW? I would be open to this, and endure the noise, if something was available. But I'm pretty set on going back to the dual mass FW.

Thanks in advance for your input.

Mike

 

I have a triple carbon clutch.... noisy as well but very drivable...

 

Mark, Thanks for the reply. Drivable is #1. Where did you get it from? (and, again, who is Inga!?!)

 

My UMW LWFW and clutch feels like stock, fwiw....you already have the flywheel, so why not try the UMW route. I defer to others to share the opinions. Me, its action feels the same as stock.


JB

 

We can help drop us a line!!

You have a 2 basic options

Retain the stock flywheel dual mass and upgrade the clutch disc and the pressure plate to maintain stock feel and driveability.

The other option is to go to lightweight flywheel which will make the transmission main shaft rattle and make noise at idle with the clutch not engaged, ( AKA Ducati sound) If you run a conventional non spring loaded disc you will have some clutch chatter because you have removed the dampening from the dual mass stock versus the single mass lightweight flywheel.

Engagement will be the same on a 996TT becuase the clutch assisted regardless of whos unit you use.


If its a street car and you want the car not sound like there is a spoon stuck in a garbage disposal then leave the dual mass flywheel.
If you dont mind the noise and you are doing more track use then go with a single mass unit.


Personally we have tried and installed a ton of different brands of clutch components and the only ones we have found that worked for us were the ones made by Sachs.

Not to say I tried them all.. Just the ones that we have tried.

We run Sachs Components on our GT2 and it makes a ton of power and has been very relaible with NO problems what so ever.

Hope that helps shed some light on the topic.

 

JB, I emailed Kevin and he was telling me a bit about his clutch. Which disks are you using? Keving mentioned there where 2 different options. How much modulation room do you have to feather the clutch?

Thanks!

 

Check out this thread...we can help.

https://www.6speedonline.com/forums/...ad.php?t=95972

 

I have a triple carbon ATS ( from Todd K.)

 

Zippy
Make certain you get a clutch that can hold your power.

 

i have a sachs motorsport pressue plate with a gt2 disc runing the stock dual mass flywheel and i gotta say i barely feel any difference whatsoever in clutch pedal effort.
however this package handles upwards of 600hp easily (so im told), and feels way better than stock. no noise whatseover since dual mass flywheel is retained.

 

AIRjordan, I'm assuming you got this from Todd K?

 

Mike,

I have the same clutch combination as AIRjordan and it holds my Proto 700 fine. So far, about 7,000 miles. Todd told me it will hold slightly over 700, but may not last long at that level - that was when I was going to do the P650. I changed my mind and went to 700, but had the clutch installed, so I am using it. It clamps solidly and holds in 1/4 mile runs, but you may want a slightly stronger PP with your GT700.

 

Is the GT2 disc sprung? How does it compare to the GT3RS(R?) disc that is commonly used these days?

 

No, not sprung. From what I was told by TK, it is exactly like the stock 996tt disk, except it has a slightly more aggresive surface material.

 

Wait, I'm confused now...isn't the stock disc sprung?