winter mini overhaul complete

[sam c.]

Meanwhile, the stock flywheel needed at the very least resurfaced (which u can't - Porsche fully expects owners to fork over $700 to replace the flywheel). At this point also learned the stock flywheel is a dual mass setup that is ridiculously massive. I'm guessing Porsche had a bunch of steel left over and decided to dispose of it by adding it to the rotational mass of ever stock flywheel. In addition to that, the test for the elastic polymer separating the two masses of the flywheel is to twist it by hand. It should reach its strongest resistant point at about 15° twist before snapping back. My stock flywheel would twist to about 45° with zero resistance or snap back. It would just twist to a hard stop and then sit there.

For all intensive purposes, I had a super heavy single mass flywheel that just so happened to be sloppy as hell.

[sam c.]

At that point I started researching aluminum flywheels. I've always thought theres a lot more performance in the base boxsters and was very interested in realizing some gains and improved driving dynamics.

The best LWFW on the market is arguably fabricated by Aasco in southern California. However, just as I began researching LWFW, I came across what seemed to be mobs of angry Porsche owners whose flywheels caused catastrophic crank failures. Awesome.

[sam c.]

After a quick chat with Aasco engineers, any fears were eliminated and I placed an order with one of their distributors.

[sam c.]

At $650 the flywheel ended up being in the same price range as the stock flywheels.

[sam c.]

With the clutch and flywheel removed, it was time to tackle the IMS bearing. I decided to go with the Pelican bearing for $165 and keep the stock cover.



The stock cover has garbage casting. The more I'm into this car, the less impressed I am with Porsche. I'll probably replace the cover next winter with an updated cover/seal just because the casting was so ridiculously bad. Nice QA controls...



Add the price of the tools $200 and I was ready to go!

[sam c.]

I'm pretty sure when I go back to do the clutch disc again in the winter, I'll probably swap in one of the ceramic bearings Homeboy found during his IMSB nightmare with LN Engineering. In the meantime tho, my stock dual row bearing came out without a hitch and was in fantastic shape.

I froze the Pelican IMS bearing and install tool overnight in the freezer, right next to the freezer vent, and then stored it in a cooler filled with dry ice for about three hours before the install. Additionally, I removed the cross member that runs behind the engine as it could be a source of potential obstruction and I wanted as clean and open an area as possible. After removing my old bearing, I installed the new one making sure to smack the install tool as straight and even as possible with a solid hammer. Installed with no issues.

[sam c.]

After that it was just a matter of installing the LWFW

[Homeboy981]

Originally Posted by sam c.

After a quick chat with Aasco engineers, any fears were eliminated and I placed an order with one of their distributors.

Same here! After speaking to Aasco, all this talk about 'balancing' the LWFW is hooey! The factory QCs the balance, and, due to the way they machine the product, there is little chance it is going to be out of balance.

Plus, it looks really cool all shiny and sleek!

[sam c.]

So shiny! If only the rest of the drive train could be so well designed and fabricated... I wouldn't spend so much time badmouthing the 'tards working in Porsche engineering! Lol