WMRiceman

I'm trying to figure out if I have the new LUK without dropping the engine. No past maintenance records before I bought the car. Jeff Curtis wrote in a past thread about looking through the inspection port and searching for a "LUK" stamp. I've been slowly working my way around the DMF by rotating the engine. This is what I've found. 6 numbers, first one can't be read but then I have 0 3682. Little past that is either a backwards G and then a P, Could be "de" if you look at it upside down. This is all I found. I fear I have the older DMF. I have 12 point allen bolts along the way around as well. I think I'm looking at the pressure plate? I'm looking through the large opening on the driver side. Any Ideas on what I have. Thanks mark

Drew_K

Mark,

You probably already know this, but your car didn't come with a LUK so it won't have it unless a prior owner changed it out. I'm guessing that you're hoping that happened.

As I recall, the part number for the LUK flywheel ends with a "2" and the old one ends with a "1." If someone can post the part numbers for both, you may be able to figure out what you have.

Where is the inspection port anyways? Do you have to remove anything to see through it?

Drew
92 C2

Jim Michaels

From what I've read, your '90 C2 is very likely to have the Freudenberg. I've read that the switch to LUK on the main assembly line came in mid-May 1992. As I recall, it came May 13th; the day after my RSA was born. Just to make guesses more difficult, however, one RSA owner whose RSA was built at least a month before mine says that he learned that his car had a LUK when they put in a new clutch.

WMRiceman

Your right Drew, I'm hoping the other owner changed it out. I know it came with the older version. The inspection port is on the driver side, middle and is about 4 inches long and 2 wide. Easy to see through. There is another small one at the bottom but too small to be of any use here. Best to have 2 people, one to rotate the engine by hand while one looks through the larger opening, I did it by myself and it took a while.

Jim Michaels

Ready for this? According to an old rennlist post (maybe from Adrian, I don't remember), for the C2s the switch from Freudenberg to LUK supposedly occured with engine# 62N07138; 17 engine numbers after my car's engine number. I looked through a lot of stuff to find that, so everybody please write that down because the DMF switch is a FAQ. As I said before, my car's birthday was May 12, 1992.

Adrian

To the best of my knowledge, all the RSAs were all fitted with LUKs regardless of date of manufacture. They had to be released to 1993 spec however the first batch were still released with 1992 engines and option M718 declared.
The cut in on the production line figure I do not believe, simply because of the RSA requirements. The RSAs were built from Jan 1992 onwards and they got the LUKs. I personally do not believe you will find many standard narrow body Carrera 2s fitted with LUKs before model year 1993. The engine serial number allocation was not a sequential thing. The 964 in fornt of yours could have a much lower or much higher serial number.
This story goes around and around but there is no hard data proving anything so I recommend you take cut in dates with a pinch of salt. My research shows the following priority for LUKs installed in Carrera 2s (was never installed in C4s) in calendar year 92. RS America, US versions, ROW.
Ciao,
Adrian
911C4

PS: The easiest way to identify the LUK flywheel is by looking at the ring gear. On a LUK it is welded.

Jim Michaels

Thanks, Adrian. I feel better about my RSA already.

Christer

Riceman

Are you actually having any problems with your current flywheel, be it Freudenberg or LUK? Or is this an excellent opportunity to worry about something that MAY become a problem at some stage in the future? <img border="0" title="" alt="[Wink]" src="wink.gif" />

rutz964C4

Hi

Is there any other option to the Freudenberg or the Luk, that may give the better acceleration of a single mass flywheel, but for a daily use (no track)and no stalling...

Thanks
ALEX

WMRiceman

Might be just worrying, I have no symptoms of a DMF failure. I have noticed that I have a little clutch slippage so I was trying to see if when I change out the clutch, if I'll need to up date the DMF at the same time. When I'm full throttle in 2nd, up to redline, shift to 3rd and back on the throttle full, the engine takes a couple of seconds to hook up, revs up and then settles in. Been talking to Jeff Curtis and he's pretty much convinced me to go with a LWF set up. If the stalling is a problem that gives me an excuse to buy a chip.

rutz964C4

HI WMRiceman

From what I have researched on the Forum a chip is not always the solution for the stalling problem, I´ve been talking to Techart Germany and their answer was that if I use the car for daily driving or weekend driving, but no racing or autocross, then I would loose quite a lot of comfort and that I should go for the dual mass flywheel.

The other option I am looking at is the semi light flywheel from Andial, which it seems basically that it is a light Flywheel with an additonal piece to make it heavier.

I have a Euro specs 964 C4 (I live in Spain) the car is running quite fine, it is custom chipped, KN Filter with airbox mofification, cup bypass pipe and 17" Cup 2 wheels.

The next step is a bigger throttle body, but before this I need to fix what it seems to be a DMF failure or starting to be. The advices that I´ve got are that if I have to change the Clutch or the DMF to Change both since they have to bring down the engine and it is quite a lot of cost.

ALEX