Hello all

Earlier this year my 996tt developed a nasty clutch slip so I haven't drive the car since. So the weather is getting nice and I miss my baby so the transmission get dropped and this is what I found







What are they? Stock? Upgrade?

I'm going to replace them with these







Are they worthy of an upgrade from the previous ones? Should I stay with the dual mass flywheel or go with the single mass lightweight unit? Decision decisions.....oh of course I'm getting the the clutch slave and master upgrade while I'm at it too.

Thank you for your time, I need to get my car back on the road. I'm tired of slow car

 

Most go with the Sachs "2.5" kit. What is your power level? What are you doing to upgrade master/slave? Best fix imo is gt2 swap while the engine is out.

 

The lower PP and disk are the upgrade path I went with. When deciding on clutch setup, you need to decide if you want the drivability of the stock setup. If you do then stay with stock dual mass flywheel. The GT2 disk with the 764 PP is a nice upgrade to accommodate that. If you want quicker and easier rev matching with quicker spool with a very slight negative clutch engage feel, do a RS single mass Flywheel with 764pp and a sprung RS style disk.

 

Also, don't use the second PP throwout bearing unless you are using the RS flywheel. They have longer fingers to make up for the thinner RS single mass FW. I would honestly avoid a used clutch setup for the amount of work involved. Just my .02

 

I have a Fidanza aluminum, singlemass, lightweight flywheel if anyone is interested. Freshly, beadblasted, along with new friction plate(never used). Went with TILTON triple.
Loved the way the car drove with the light weight flywheel. Never understood people complaining about them. Why would you choose the boat anchor, stock flywheel...?

 

There are literally dozens of flywheel threads, take some time to educate yourself on the options. I personally recently performed this upgrade from OEM to SM RS, very happy with the results (-20# rotating mass). Noise is present but tolerable (I also did motor mount and gearbox mount). Best of luck. Save yourself heart ache and drop the motor for gearbox divorce; you can thank me later. I learned the hard way.

 

Biggest PITFA ever.

 

Given how much my 996 Turbo's transmission rattles with the DMF no way I'd replace the DMF with a LWFW.

The DMF acts as a crankshaft dampener -- though it not "perfect" in this regard which accounts for the transmission rattle and which underscores I think the need to have a crankshaft dampener -- and taking this away subjects/exposes the crank to more stress.

 

Not trying to be a dick. This seems like a good theory, however I an skeptical as the forces of the pistons and rods of a running engine at full tilt would be arguably right up there as well. My question is what evidence do you have or supporting facts to prove that a LWFW induces more crankshaft wear?