[Techno Duck]

Just a short question, is it safe to resurface the dual mass flywheel?



I have acquired a few of the smaller parts that would assist in a 968 engine transplant into my 944. I almost bit the bullet and bought the engine a few weeks ago on ebay..but i let it slip out of my hands and it went for a mere $1900!



Anyhow i have a used 968 flywheel i picked up and was wondering if this is safe to have resurfaced (i ask mainly because its a dual mass and im not familiar with them). I know that the common route is to use the 944 bellhousing with a S2 flywheel.. but i have a local friend with the shorter 968 torque tubes (3 actually) and i can swap that into my car and utilize the 2pc bellhousing from the 968, making clutch changes 6 hours easier, so thats my intention to use the 968 flywheel.



I am hoping to do this sometime at the end of summer '07 or make it my winter '07-'08 project.



I recently drove my friends S2...and just love that low end power. Ive never driven or had a ride in a 968 but can only imagine how much better it is <img src="/forum/images/smilies/968/smile.gif" class="smilie" alt="" />.

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[94SilverCab]

My understanding is that you should not machine a DMF. Several people here are working on a SMF as a replacement.



Regards,



Jay

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[flash]

my machinist said that while it is difficult, it would be done - however, whether or not to machine it is still dependent on the severity of the flaw, and the willingness of your machinist to do the job



also, it does not prevent the inevitable failure of the poor design - at this point, you could easily go through the process of machining it and getting it back to working order, only to have the damping portion fail shortly thereafter



if you have the time to wait, i would hang on until the SMF gets worked out - not likely to be long now

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[Darth Vadar]

I have a Machinist that turns the DM Flywheels for BMW, Porsche, etc.



He is on the Left Coast, but of course, UPS can get the flywheel to him from anywhere. PM me if interested.



He claims great success, and is very easy to work with... and for $80.00 + shipping, seems like a deal... actually, the LuK OEM wheels of 1992 and later vintage rarely failed due to hub construction... that was the early DM's made by... memory fails me... but someone will remember!



OR, buy a new OEM DM 968 flywheel for $635.00 from AllGermanParts...

But you better get your order in fast... only 3 left...



I may have a 50K mile DM to resurface later this year; when I redo the clutch, my new LuK will replace it; s/b nice shape... NO track time; only easy street driving... $250 + shipping... or I'll keep it as a spare...



Of course, I have to get motivated enough to do the job!

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[Techno Duck]

Thanks for the info everyone. I am still far away from buying the engine i would bet but figure i work out the smaller details right now.



The flywheel has about 111k miles on it and looks brand new along with the used pressure plate he sent me with it. I cant believe the entire flywheel and pressure plate combo weighs 44lbs according to UPS.



Also what is the aprox. cost of the 968 single mass flywheel looking to me?

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[Darth Vadar]

That's posted, I think, in another thread, but IIRC, about $550.00 + shipping for Fidanza version... Do a search on Fidanza and see if it pops up...



HOWEVER... IMHO, unless you are strictly racing the car, I don't think you will be happy with a conventional flywheel behind a 968 3.0... it will rattle your eye teeth out in normal driving, esp. around 2,200 rpm...

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[Techno Duck]

Darth, i was planning on doing a Fidanza for my stock engine when i do the clutch on it which would probably need to get done this summer. I have 90k miles on the rubber center and its still got a bit of wear left on it. However the rear main is leaking a little and i figure it will need to get done in a year or two.



I was planning on doing it myself along with rebuilding the torque tube which has a bad rear bearing. All said and done i am looking at $600-700 in parts to get this done (clutch kit flywheel, TT bearings and new sleeves). I figure that much money into it, i should do what i really want and put a more powerful engine in. Afterall dropping the engine out really wont be to much more work with everything in the rear taken out.

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[Darth Vadar]

Yep, I see where you are going ...just have to find a nice 968 3.0 to drop in!



I don't know if you would even like the Fidanza behind your stock 944 motor... will take some getting used to, for sure!



But, you can always try it and change... however, not as easy as with the 968 bellhousing!

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[Techno Duck]

[quote name='Darth Vadar' post='29702' date='Jan 8 2007, 04:24 PM']Yep, I see where you are going ...just have to find a nice 968 3.0 to drop in!



I don't know if you would even like the Fidanza behind your stock 944 motor... will take some getting used to, for sure!



But, you can always try it and change... however, not as easy as with the 968 bellhousing![/quote]



Darth, i was originally going to do the stock 8v n/a bell housing with the S2 flywheel. But after realizing my friend had the short torque tubes (and even the bell housings i needed) i figure it only makes sense to do the entire swap and get the 2pc bell housing, even if that means i need to deal with the expense of the dual mass flywheel.



The only thing keeping me from doing this swap is i will be classed differently for auto-x. Ill be running against some very fast cars, but coincedentally one of the top-3 cars in my area is a 3.0L 968 engine equipped 924S (with a lot more work than my car).



Im working out some details right now with Stephenwz968 about buying the engine from his 968 when he takes it out to swap in a 8v 951 engine. He only lives about an hour or so from me anyhow, so i can save on the freight charge to ship it.

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[josephsc]

Jon -- just do it, man! You won't regret it. <img src="/forum/images/smilies/968/biggrin.gif" class="smilie" alt="" />



BTW -- don't forget to give the tranny some thought. I managed to grenade my '87 944na tranny within 5k miles of the engine swap, but the shorter gearing is a blast at lower speeds.

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[Techno Duck]

Joe, after being contacted by Steve and seeing how close he is to me..i think it may be a reality as a winter project (i hope to buy the engine by late summer). It will also be a plus to get a engine with a known history aswell as the ability to atleast 'feel' the engine before he does the swap.



The only thing that has me a little worried is figuring out the wiring. With your engine swap, did you reuse the old wire harness or did you use the 968 harness? I am still ironing out the details with Steve so im not sure if he plans to use his old wire harness for his turbo conversion or not. I am mainly afraid about frying an expensive 968 DME because i didnt ground something right... <img src="/forum/images/smilies/968/smile.gif" class="smilie" alt="" />.



I do have alot of the old posts save that explains what needs to be done..but still i am not well versed in automotive electrical wiring and systems...but i can change a head gasket and do my timing belt without much issue <img src="/forum/images/smilies/968/smile.gif" class="smilie" alt="" />.

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[josephsc]

Yea... engine electricals isn't my strength either. In fact, I had to get some professional help for that part (ie: a mechanic). If you read Matt's chronicle, he also had wiring issues: 944s3.com. I ended up using the 968 wiring harness -- and I'm pretty sure you'll want to do that too -- and it was still a headache. This link might also be of use: Todd Holyoak's wiring notes

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[Techno Duck]

Joe, i already have that book marked, but thanks. It seems a few wires need to get spliced using the old harness.



Where as running the 968 harness, only need to splice two wires, one constant and one switched 12v source so you bypass the alarm on the DME (something like that).



Hopefully i can get the wireharness also.

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