[link517]

I rest my foot on the clutch, so i probably glazed it.

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[link517]

Is the clutch disk a big deal, repair wise(hrs)?

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[flash]

lol - i think i've got it down to about 3 hours now, but that's what happens when you yank that thing in and out as much as i have - not something i ever wanted to be capable of

i think the book says 4

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[dep and dep]

About six months ago, I noticed a similar shudder when downshifting into second. I thought it was the clutch going out, so I took it to my mechanic and let him drive it to check out the clutch. He put it through some very vigorous accelerations and decelerations on a series of on and off ramps--it was a great ride--but he never let out the clutch too fast when downshifting without matching revs, as I had been doing when I noticed the shudder. He said the clutch was fine. That was when I started to practice rev matching, including heel and toe downshifting, and I haven't noticed the shudder since.

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[DaveN]

I don't get all the clutch problems these days? The clutch is only for starting off in first gear anyway and even that can be replaced by a decent started motor [img]style_emoticons/<#EMO_DIR#>/tongue.gif[/img]

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[link517]

I have started rev matching all the time, no more problem.

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[Scott Collins]

Right on! And keep that left foot on the "Dead Pedal" when not using the clutch. It not only saves the clutch, but also helps you brace yourself when tossing it into turns. Try it, you'll like it!

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[chfs911]

There is an article on 968uk forum by Baz at Hartech. It is down to the high spots on the DMF caused by heat cycles. We are talking mm high spots.

The 944 flywheel can be machined but the 968 DMF cannot. My 968CS does the same and has only done 50K miles.

I think I will go for new OPC DMF as the single mass units get patchy reviews.

Charles

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[flash]

the single mass flywheels actually get great reviews, as long as noises don't bother you - that is really the only downside

as for machining the DMF, it CAN be done, but good luck finding a machine shop that will do it - they are pretty rare - it's the same as finding a shop that will surface drilled or slotted rotors

if you opt to go the 12lb route, i have a couple of them here, balanced and ready, that i'll let go cheap - both are used, but both are in great shape - i had to go to the 18lb unit when i supercharged

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[Monstrous4Banger]

Anyone in the future that uses the SMF on a 968, will also need the crankshaft pulley vibration damper. 944 102 123 06

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[flash]

i think that's a bit of an overstatement - i ran the 12lb SMF for 5 years without the dampener - then i added it - not nearly the amount of change i had hoped for - i'm not inclined to remove it, but it certainly wasn't necessary

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[Monstrous4Banger]

Well, I too know of engines that are running them with no issues. However, throwing off the balancing could in theory lead to crankshaft failure. Even tho the crankshaft is probably the most bulletproof component in our engines. I put the damper on when I had my 3.0t built. A better safe than sorry thing for me.

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[flash]

i get that - that's why i am inclined to leave the one i have on there now

that being said, i ran it pretty darned hard, for well over 25k miles, revving regularly to well beyond 7k, shifting hard, pretty much beating the crap out of it every time i drove it - not a blip on oil pressure, which tells me the bearings are fine

of course i fully balanced the whole assembly first, which is likely why it always ran smooth as glass

certainly a prudent move to run the balancer, but i'm not convinced yet that it doesn't actually add problems to the front bearings and front main seal

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[Monstrous4Banger]

Good to hear some feedback from someone who has actually tested it. Yeah, the thought in the back of my mind was how hard did he drive it? Good to know.

Ill be able to tell you about whether it effects the front main seal, and bearings. On my engine anyway. Only a few thousand miles on it. It does add 5.5 lbs. It absorbs vibrations that one would think would cause them to wear sooner tho.....no? IIRC, most of the weight is a rubber like material. Similar to the auto trans damper plate.

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[flash]

harmonics are mysterious things - adding weight to the front, but removing it from the rear could upset things as easily as just removing it, depending on how much the crank flexes

but, since the S2 used it, it was the same layout, the flywheel was solid, and about the same weight as what i have now..................

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[link517]

Update: my issue could have been due to the clutch guide being previously installed upside down. I needed both a new clutch and flywheel.

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[jaap]

By clutch guide you mean the small metal tube like device on which the throwout bearing slides back on forth? Isn't this guide symmetric because when installing mine I did not see any top/bottom indication.



Jaap

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[link517]

guide sleeve. 944 116 087 01. I don't know anything about it, my mechanic did everything. My old clutch/flywheel lasted 2.5 years or about 12,000 miles. The other symptom was a very hard clutch, which unknown to me the 968 has a soft clutch.

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