Who has installed the LWFL kit...
#33
Nordschleife Master
That is why it is going in. The springs are stronger and will add durability. I could have used the stock plate but the guys at the local shops recomend the complete conversion. Knowing how we use the cars. Lots of Autocrossing and track .
#34
FWIW, The 964.116.028.53 part number pressure plate was also used by Porsche in their 964 3.8 RSR
Enjoy
Robin
#37
Rennlist Member
I did the LWF installation virtual weight and horsepower savings for a GT3 using the equation in the link I gave above.
Values used:
Tire diameter= 335mm
Flywheel diameter=282 mm
Flywheel weight difference= 15.4 pounds
Gears 1 to 6 = 3.82/2.15/1.52/1.21/1.0/.85
R&P= 3.44
Weight to HP= 8.8 pounds per horsepower
Results:
Virtual weight saved in pounds per gear 1 to 6= 277/98/57/42/33/28
Virtual HP gained per gear 1 to 6= 31.4/11.1/6.5/4.7/3.8/3.2
This meets the seat of the pants test that most of the perceived gain is in first gear.
Values used:
Tire diameter= 335mm
Flywheel diameter=282 mm
Flywheel weight difference= 15.4 pounds
Gears 1 to 6 = 3.82/2.15/1.52/1.21/1.0/.85
R&P= 3.44
Weight to HP= 8.8 pounds per horsepower
Results:
Virtual weight saved in pounds per gear 1 to 6= 277/98/57/42/33/28
Virtual HP gained per gear 1 to 6= 31.4/11.1/6.5/4.7/3.8/3.2
This meets the seat of the pants test that most of the perceived gain is in first gear.
#38
Nordschleife Master
That is just what I was looking for. This is an autocross up grade for me. At our events the Porsches never get our of second.
This will also be impactfull leaving bus stops and here in Seattle t3B
This will also be impactfull leaving bus stops and here in Seattle t3B
#39
The assumptions made are a little simplistic for the moment of inertia in their equation. The mass lost is not spread evenly over the diameter of the flywheel, but is in fact lost almost entirely towards the outside of the flywheel. Yes it is difficult to characterize in a simple equation, but it will mean that the effect is much more pronounced than the outcome of these equations.
#40
Rennlist Member
Yeah I know, but I looked at the LW flywheel and the mass is distributed fairly uniformly for it, it's essentially a disk except for an area under about 1/3 the contact surface, the DMF is another story so the comparison loses something there.
One would have to integrate the radial mass change of the flywheels to get the actual polar moment differences.
My buttometer matches the equations though, it feels about like a 277 pound passenger got out of the car in first but the launch is a little touchier due to the lost stored energy.
I think a lot of the beauty of the conversion is the throttle response improvement, and the reliability of the LWF, not just acceleration.
One would have to integrate the radial mass change of the flywheels to get the actual polar moment differences.
My buttometer matches the equations though, it feels about like a 277 pound passenger got out of the car in first but the launch is a little touchier due to the lost stored energy.
I think a lot of the beauty of the conversion is the throttle response improvement, and the reliability of the LWF, not just acceleration.
#43
Rennlist Member
You can use your original pressure plate if in good condition, otherwise replace it with the part number you give or the original part number.
You need the sprung center driven disc 996.116.015.30, the longer thowout bearing guide tube 950.116.813.30 and the throwout bearing with longer operating flanges 944.116.080.01
Plus the other parts you list and you should be good to go.
You need the sprung center driven disc 996.116.015.30, the longer thowout bearing guide tube 950.116.813.30 and the throwout bearing with longer operating flanges 944.116.080.01
Plus the other parts you list and you should be good to go.