For the past couple years I have been running our Clutch Masters Stage 3 setup in my 997TT. The full face disk was easy to engage and worked well with the stock flywheel. This clutch went through about 5000 miles of DD, 2 Texas Mile events, 2 weekend DE events, and maybe 12 or so drag race passes. Finally, trying to do some 60-130 runs, she had no more. This clutch kit we have sold more of these to 996 and 997 Turbo people then any other product we carry. But it was time to get something bigger, and better in my car to truly hold the almost 800 all wheel horsepower at 1.7bar of boost! So, I introduce the Clutch Masters Twin Disk setup.

Having enjoyed the full disk setup and suffered with the 8puck on my 996TT, I wanted to make sure the Twin Disk would do the following:

• Hold the Power of my 997TT on Kill
• Be Driveable on the Street (most of what my car is)
• With the included Lightweight Flywheel, Not Be Noisey
• Give Some Type of Performance Advantage

The first want of holding the power is not an issue. The design of these disks and the pressure plate is meant for cars with this type of power. My main concern of driveability was priority. Taking off from a stop light in 1st gear and looking like a rookie driver is something I did not want to incur. Because Clutch Masters uses two 8.5 inch disks with a combination of ceramic and Fiber Tough material, the clutch engages with little focus from a stop. The clutch pedal is much softer then it was with the Stage 3. One thing you can feel and notice is the engagement of the disks. It is almost like a 2 step process once it grabs. The kit is designed to be used like an OEM clutch as a Push Style. So there is no other modifications required. The precision engineered bearings and the larger diameter twin disks give the clutch relatively NO chatter on take off.

The concern of everyone on upgrading to a LWFW is the noise and idle. When the clutch pedal is pushed in, yes there is flywheel noise. But to hear it, its windows down and focused. There is no "penny in the can" type of noise. The idle on my car has stayed the same, and in fact, you can notice the LWFW when you start the car as it fires quicker. The LWFW is probably the most noticeable non horsepower part I have added to a car. Even with the large GT3076 .63a/r turbos, the car comes to boost almost instantly. This is one benefit I did not expect. The entire Clutch Masters Twin Disk with Flywheel weighs ONLY 23lbs. The stock OEM flywheel weighs close to 40lbs!

In the end, if you are going to go big with your cars power, I would suggest the Clutch Masters Twin Disk over the other options. The kit is a direct installation, easy to drive, holds the power, respectable price, and even replacement disks are inexpensive.

If you want to see more, check out the product here - http://www.vividracing.com/catalog/c...o-p-65979.html

Some Install photos below

Trans removed without dropping the engine


Gear Box Out


Twin Disk Parts Laid Out For Installation


Bolted Up New Unit

 

awesome , still thinking to build the engine with better internals ??

 

Looks like I still see the Clutch accumulator. Ive noticed by switching to the GT2 that clutch engagement is more predictable and less of a chance of glazing it because of the delay.

 

No plan on the internals at all Very happy with the car.

Yes we kept everything OEM.

 

I have bought this clutch from Dan at Vivid Racing a year a go for a customer for mine to install on a 996 GT2 that puts 730Whp on pump gas. i personally drove the car around and i can tell you that other than the very high engagement point, it is the best clutch i used on the 996. i recommend it for any 996 with big power. as for the rattling noise. it is minimum and hardly noticeable at this power level. if i try to listen to the Rattling noise, i can hear the high flow exhaust Tone, The GT Turbos, and the Twin 044 Pumps. so i really cant hear it .

 

Thanks for the review! We do offer special 6speed pricing so PM me for those interested.