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I have a used but very good condition one I could sell you. Dropped my transmission and had bought a new clutch, only to find that it appears the original one was likely replaced only 10k miles before by the PO.
I have a brand new Sachs 3082-308-042 pressure plate that is 10% more clamp than OEM spec for 996.2 3.6 (M96/03) and a relined OEM clutch disk that is relined with a Kevlar TF1600 material, that is both smooth and longer lasting than organic. Also have the alignment tool (but no T/O bearing) I will sell for $350. Let me know
How is your flywheel ? Mine needed changing at ten years old and only 40k miles on the car . Also check out the shift mechanisms make sure they are all good . As for clutch kits eps https://www.europeanpartssolution.co...SAAEgK4k_D_BwE have the cheapest options , pelican has many options , I went with an uprated sport clutch kit , pressure plate etc from them .
Last edited by Vancouver996; 05-09-2018 at 01:51 AM.
While I agree that a 10mm wider surface on the clutch disc will last longer, it is also heavier which will be a little slower shifting.
I also disagree with it being 30% more torque holding, with the same clamp load from the pressure plate, the pressure will be spread out over the entire surface making the pressure per square inch less actually. Having the same outer diameter and COF, holding power will only be slightly higher(if any). Using the formula T=NxRxPxF where T=torque,N=number of surfaces,R=radius of gyration, P=pounds of clamp force, F= coefficient of friction
A better "upgrade" would be a pressure plate with higher clamp load, and/or a clutch friction disc with a higher coefficient of friction.
It was presented as a value for money option. New TO bearing , clutch disk and pressure plate for $389 . Smoking deal even if it's a marginal performance benefit or just oem level
They use higher friction materials ( ferodo) and more surface area . Neither of which is a bad thing, as for heavier , if youre using the stock dual mass flywheel and shifter in a street car anyway , it's not going to be noticeable, a TO bearing on its own is $100
I didn't go this route but if I'd known about it at the time , I probably would have .
Last edited by Vancouver996; 05-09-2018 at 10:36 AM.
as for heavier , if youre using the stock dual mass flywheel in a street car anyway , it's not going to be noticeable,
When the clutch is disengaged during a shift, the flywheel is not part of the spinning mass that HAS to change speeds. The spinning mass that has to change speeds up or down to engage the next gear is the clutch disc, input shaft, and the loose gear that is being engaged. The clutch disc being the largest diameter of these, will resist the change in speed the most, ie lighter is better here for quick shifts.But you are right, on a street car, most people will not be able to tell a tenth of a second difference in shift times.
The Sachs "sport" clutch kit you got is a very good piece. It has a higher clamp load of about 400 more psi and the disc is as light as factory with higher COF friction material.( but still not as high as Kevlar TF1600)
Last edited by Porschetech3; 05-09-2018 at 03:49 AM.
You could pair this with a bm short shifter.make up that tenth And still spend less money than I did .
The bigger surface area should give you smoother engagement and longer life , , not a bad thing .
Even if it's stock level performance , it's a great price .
Last edited by Vancouver996; 05-09-2018 at 11:37 AM.
I know you paid a small fortune for the Sachs "Sport" clutch kit, probably over $900, and the EPS kit is a great value if you don't mind it being a bit heavier and slower shifting. That's the reason I had a batch of OEM discs custom relined/remanufactured with the Kevlar TF1600 material. Paired with the OEM pressure plate or the Sachs/Audi pressure plate (like the EPS unit) gives a frugal price and an increase in torque holding without sacrificing shift performance.Also the Kevlar TF1600 is smooth and lasts 3 times longer than organic.
08-05-2016, 07:55 PM
