I don't think they would matter but I only have experience in lightened factory units. IIRC, both my street car and Jim's are around 10.75#. The track car is in at 9.2#

 

Edit: nevermind.. the 930 clutch can really just be mounted one way.. So everything is appart and I can see no wrong ..

As said the fork would hit the front of the bellhousing so it could go no further ..

 

the stock disc is 1mm thinner than the 930 disc @ the friction material .
But measuring through the center the 930 disc is 30mm and the stock is 39mm .. Wouldn`t that be a problem?

 

I dont know if this is going to help, but sometimes if you have a custom setup, you can try making the clutch slave cylinder rod a little longer. If you go with that route, just make sure you still have free play left when you adjust the clutch.

I once encountered that problem with another 944 and it drove me crazy! The problem? The previous mechanic that installed the new clutch stripped the 2 of the threads going in to the block badly (overtightening...as usual). Everything else was adjusted properly, although when the clutch was fully depressed, the bellhousing would slightly pull away from the block.

Good luck, its a real pain in the *** to R+R the clutch assembly several times...

 

It is not possible for the clutch fork to move any further forward cuz it is hitting the clutch housing.

 

err..
Did some measuring w/o transaxle tube installed. With oem FW and PP but with 930disc the distance would increase .. But still it`s only 15mm from front of cluth fork to Bellhousing. So there would still only be 15mm travel . The TO bearing needs to go further forward I would think.

Anyone that could measure a new fork ans see at what height the end tip ( that push the TO bearing ) is ?

Any suggestions at all? Tried e-mailing Paragon as I bought the clutch set from them , and they had one similar incident with a engine with extreme end play on the crank. I really do not think this is the case for this engine. ( I hope at least) .

Its not time to yet

 

you certain you have a 951 fork?
I don't know measurement differences (if any) but the NA fork looks different.
perhaps yo have the wrong fork?

 

Youd be surprised, can you slide the crank back and forth at all by hand? You might be able to if you reef on it with the slave cyl unbolted. Basically, if you can slide it back and forth at all, the thrust bearing is blown.

Mine had close to 2MM axial play in the crank, I think it was 1.75MM or something.

 

Well , it was in the car when I bought it I think...
Last time clutch went out it was 563miles away from home , and a Porsche service nearby took care of it with a new oem disc , they did not say anything about changing fork..
btw, That one didn`t last more than 6000miles before slipping and with clutch spring failiure .. which I`m trying to replace now.

 

@ Theedge .. The slave is out and I have tried moving it , but with no luck.
I even tried when everything was off and it seemd really thight so I did not bother to set up a micrometer.

Maybe I shall reconsider , just to rule it out atleast.

 

n/a fork is the same as the turbo fork but less space between the fingers for the narrower T/O bearing

 

Ok , thanks .. The one I got seems to be a bit worn so would be nice to get some measurment . This could be ( as pointed out) a combination of several things so better to check them all properly now.

the worn oem disc going back in tomorrow.


Strange, I have replaced cluthes on 944t before , but never had any trouble ( except bleeding which was a PITA before the Motive came along ) ..

 

930 disk+KEP PP=problemo

 

Why??

 

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