996 Turbo. LWFW Options
Discussion
The clutch on my car is due to be replaced soon, I will be getting the SACHS 890nm fitted when that time comes. From what I've been told by my local OPC it's advisable to change the dual mass fw at the same time. But what if I went down the LWFW route?
1) Does it make that much of a difference?
2) Is it really noisy? i.e will i notice the chatter?
3) Will the car stall more frequenetly?
4) I read something about the crank being balanced to the dual mass. Is this true and would switchng to a LWFW screw things up?
5 ) Could I fit the GT2/GT3/GT3 RS lwfw and keep the car as OEM as possible?
Ta.
1) Does it make that much of a difference?
2) Is it really noisy? i.e will i notice the chatter?
3) Will the car stall more frequenetly?
4) I read something about the crank being balanced to the dual mass. Is this true and would switchng to a LWFW screw things up?
5 ) Could I fit the GT2/GT3/GT3 RS lwfw and keep the car as OEM as possible?
Ta.
Just an old porsche fan said:
The clutch on my car is due to be replaced soon, I will be getting the SACHS 890nm fitted when that time comes. From what I've been told by my local OPC it's advisable to change the dual mass fw at the same time. But what if I went down the LWFW route?
1) Does it make that much of a difference?
2) Is it really noisy? i.e will i notice the chatter?
3) Will the car stall more frequenetly?
4) I read something about the crank being balanced to the dual mass. Is this true and would switchng to a LWFW screw things up?
5 ) Could I fit the GT2/GT3/GT3 RS lwfw and keep the car as OEM as possible?
Ta.
Those that install the LWFW always report favorably and rave about the gain in "performance". Typical. But does it really make that much difference? I have no idea, having never installed one.1) Does it make that much of a difference?
2) Is it really noisy? i.e will i notice the chatter?
3) Will the car stall more frequenetly?
4) I read something about the crank being balanced to the dual mass. Is this true and would switchng to a LWFW screw things up?
5 ) Could I fit the GT2/GT3/GT3 RS lwfw and keep the car as OEM as possible?
Ta.
I can tell you even with the stock DMF my 996 Turbo rattles at idle. I know it is clutch/transmission related because I can depress then release the clutch and the rattle is gone. I can bring it right back by giving the engine some throttle and as the engine RPMs fall to hot idle the rattle is back.
People are different but I wouldn't want to do anything to increase this rattle or make it in any way worse.
Based on how I drive my cars I suspect for me I'd stall the car more often. I rely upon the DMF's mass to help move the car off from a stop with minimal engine RPMs and clutch slippage. (One reason why my 300K mile Boxster and my 142K mile Turbo are on thier original clutches. And at 120K miles the Turbo had its clutch exposed when getting a new RMS and the clutch disc had no measurable wear.)
To avoid stalling I'd probably have to use more RPMs and slip the clutch more leaking to shorter clutch life. If your vehicle usage involves any stop/go driving you have to think about this.
At least one USA Porsche engine expert (rebuilder) has come out against replacing the DMF with a LWFW due in part to the dampening the DMF provides to the crank. I have no desire to gain dubious benefits from a LWFW at the risk of my engine's crankshaft suffering catastrophic failure.
I have no idea if the "GT2/GT3/GT3 RS lwfw" will fit and work with no issues. While the car remains "OEM" in that you have fitted an OEM LWFW the car is still modified and as I touched upon above in a questionable way.
Might mention the stock DMF is quite small and not that heavy. Given it is fitted to a 420hp 413 lb ft engine it seems too small but appears to work just fine and hold up rather well.
Regardless of whether you fit a LWFW or stay with the stock DMF when you have the transmission out to replace clutch be sure the needle bearings of the clutch control shaft are replaced. Also, the metal sealing rings that seal the turbo to the exhaust. Whenever my Turbo's transmission is out even though in each case the clutch was not a problem the tech replaced the needle bearings and always used new metal o-rings to ensure a leak free joining of the turbos to the exhaust.
If performance were the required outcome would there not be better places to invest with a 996 turbo.
My past experience which granted isn't related to Porsche has always been to reduce the mass of rotating assemblies in naturally aspirated engines I.e. The high revs can be reached more easily from improved agility.
High revs are not a key component of 996 turbo delivery, lower rpm turbo spool may well achieve the desired result though.
My past experience which granted isn't related to Porsche has always been to reduce the mass of rotating assemblies in naturally aspirated engines I.e. The high revs can be reached more easily from improved agility.
High revs are not a key component of 996 turbo delivery, lower rpm turbo spool may well achieve the desired result though.
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