I thought it was engine pinging, especially at low revs in first gear. Drove me nuts until i finally figured it out. Went as far as pulling the fan so i could check that the knock sensor was torqued down properly. Now i just spend as little time as possible at lower revs in low gears... and the LWF helps with accelerating briskly.

That’s what i used, with the 964 disc, don’t know about the 996 version. Some of the revision numbers (last 2 digits) were superseded to other numbers. The bolts you list are pressure plate to clutch, as Gert says you also need 928-102-151-01 x 9 bolts for flywheel to crankshaft.

Again per Gert, if the RS flywheel you have doesn’t include the ring gear and bolts you need those too, i don’t have those part numbers listed for my build because they came with the lightly used one I bought. And of course replace the rear main seal while you’re in there, 999-113-426-41.

Spending as much time as possible at high revs is always good advice

I used the 764 PP, and the 997GT3 4.0 disc. I have little to none of the associated “character” audio aura, that others frown upon. I wouldn’t want a car that didn’t have this clutch. :-)

One thing to relearn when driving with the RS clutch and LWF is how quickly the revs drop as well as how quickly the revs rise. You need to leave it in a gear when slowing to a stop and not just shift to neutral at say 2k or 2500. Sometimes the idle control valve given its relatively older technology cannot compensate. Stalling is embarrassing but relearning and practicing more rev matching during downshifts is more fun and engaging.