New Clutch options using dual mass flywheel...

[RudyH]

I'm not certain tbh, but that part number looks right.

The issue is if you look up the current Golf R one, you will get the plastic 0A5 141 671 S (I think is the most current) and I think they switched from metal to the plastic one in MK6 I *believe*. All the same part number just more and more use of plastic for it.

If you look at the revisions, you can see more and more plastic being used.

 

[Martin398]

using the metal throw out bearing on the MK7 GTI; the clutch engagement point will be slightly lower. iirc the metal TOB is from the MK6 and will work but there were people that had issues with the TOB. the correct TOB for the mk7 GTI is slightly thicker I believe than the all metal version.

you can have a metal TOB included if you purchase the SRE clutch kit, at least from EMD.

 

[Total1]

Guess I'll just buy both and let my installer decide on which one to use. Luckily the return policy for FCP is good.

 

[GTIfan99]

TTRS PP, new DMF, and SRE or RSR clutch seems the way to go for a street driven car up to stage 2 as long as it isn't getting beat on too bad.

 

[PowerDemon]

If you’re dead set on the DMFW I have heard nothing but good things about Sachs clutches. If you were willing to try a SMFW I absolutely love my SouthBend Stage 2 Daily.

 

[ATR]

The Sachs 4 puck clutch is one of the strongest options available for a DMF setup.

Big thread about it here:
https://www.golfmk7.com/forums/index.php?threads/sachs-4-puck-thoughts.359405/

 

[RudyH]

Clutch Manufacturer Locations:

ACT - manufactured IN-HOUSE in Lancaster, CA - "In-house manufacturing is critical in tuning components specifically to each individual application, while maintaining the predictable ACT pedal feel across the entire catalog."
Clutch Masters - manufactured IN-HOUSE in Rialto, CA - "An American Manufacturing company that takes pride in being able to say our parts are made in the USA"
Sachs/SRE - manufactured IN-HOUSE in Germany
South Bend - manufactured IN-HOUSE in Mishawaka, IN - "South Bend Clutch is a fourth generation family owned and operated business located in Mishawaka, Indiana (near South Bend, Indiana). All the manufacturing, rebuilding, and machining takes place at their facility, so all of their clutches are USA-built."
SPEC - manufactured IN-HOUSE in Bessemer, AL - "Our clutches and flywheels are manufactured on-site using the most advanced methods under the strictest tolerances. We wouldn't have it any other way"

Clutch Materials:

Organic - Metal-fiber woven into "organic" (actually CF aramid with other materials), original-equipment style. Known for smooth engagement, long life, broad operating temperature, minimal-to-no break in period. Will take hard use, somewhat intolerant of repeated abuse (will overheat). Will return to almost full operational condition if overheated.
Kevlar - Engagement is similar to organic, but may glaze slightly in stop-and-go traffic, resulting in slippage. Higher temp range in general, but can be ruined from overheating - will not return to original characteristics if "cooked". Has a break-in period of 500-1000 miles during which slippage may occur.
Fibertuff - Fibertuff is a product designed to give the wear of a ceramic facing, yet have the engagement and disengagement qualities of an organic material.
Ceramic/Carbon Graphite/Cerometallic - Very high temperature materials, usually only found on multi-puck disks. Engagement is more abrupt. Will wear flywheel surface faster, especially in traffic situations. Carbon is slightly more durable and flywheel-friendly, ceramic has a higher temp range. Multi-puck design may result in slight shuddering or "stepped" engagement when used in traffic situations.
Feramic - Feramic is essentially a heavy-duty version of ceramic clutch discs. Made of similar materials – steel, silicon, graphite, etc. – feramic has an extremely high amount of friction, so they’re best used for machines that require quick lock-up like racing

Recommended:

Stage 0-2 (will feel mostly like stock after break-in but hold more power than stock)

FCP TTRS - 430 ft/lbs (DMF) - organic - OEM parts - LIFETIME WARRANTY - no longer sold as a kit by FCP due to Golf R fitment problems and Sachs/SRE releasing their own kit (see below)

SRE Stage 1 - 405 ft/lbs (DMF) - organic - OEM parts - LIFETIME WARRANTY when purchased from FCPEuro

HoD 6GT - 430 ft/lbs (DMF) - organic - OEM parts

RSR - 480 ft/lbs (DMF) - organic - OEM parts with OEM self-adjusting pressure plate (keeps the engagement point in the same spot as the clutch material wears thinner over time)

Ringer Racing - 475 ft/lbs (DMF) - 1/2 organic and 1/2 cerometallic - made by Clutch Masters

South Bend Drop-in Disk - 400 ft/lbs - (DMF and stock pressure plate) - 1/2 organic and 1/2 feramic - mixed reports at holding high torque but safest option for the thrust bearing as it uses the stock pressure plate

SPEC Stage 1 - 310 ft/lbs (DMF) - organic
SPEC Stage 2 - 350 ft/lbs (DMF) - kevlar
SPEC Stage 2+ - 390 ft/lbs (DMF) - kevlar/carbon graphite
SPEC Stage 3 - 420 ft/lbs (DMF) - carbon graphite
SPEC Stage 3+ - 450 ft/lbs (DMF) - carbon graphite/feramic
SPEC Stage 4 - 420 ft/lbs (DMF) - carbon graphite

Clutch Masters FX100 - 350 ft/lbs (DMF) - organic
Clutch Masters FX250 - 390 ft/lbs (DMF) - organic/Fiber Tuff
Clutch Masters FX350 - 480 ft/lbs (DMF) - Fiber Tuff

Stage 2+ (will be grabbier than stock after break-in but hold even more power)

SRE 4-puck - 600 ft/lbs (DMF) - ceramic - OEM supplier

Ringer Racing - 590 ft/lbs (DMF) - full cerometallic - made by Clutch Masters

SPEC Stage 5 - 588 ft/lbs (DMF) - feramic

Because of the increased chance of thrust bearing failure/crank walk due to removal of the DMF (on most kits) along with the increased clamping from uprated pressure plates, the following clutches should be used with caution - installing a Fluidampr may be a good idea for the thrust bearing even though it's made to dampen torsional vibrations:

ACT Streetlite - 340 ft/lbs (SMF) - organic
ACT Street - 500 ft/lbs (SMF) - organic
ACT Race 6 Puck - 640 ft/lbs (SMF) - ceramic

Clutch Masters FX100 - 350 ft/lbs (SMF) - organic
Clutch Masters FX250 - 390 ft/lbs (SMF) - organic/Fiber Tuff
Clutch Masters FX300 - 480 ft/lbs (SMF) - Kevlar
Clutch Masters FX350 - 480 ft/lbs (SMF) - Fiber Tuff
Clutch Masters FX400 - 500 ft/lbs (SMF) - Ceramic
Clutch Masters FX450 - 635 ft/lbs (SMF) - Feramic
Clutch Masters Super Single 850 - 800 ft/lbs (SMF)
Ringer Racing - 475 ft/lbs (SMF) - 1/2 organic and 1/2 cerometallic - made by Clutch MastersRinger Racing - 590 ft/lbs (SMF) - full cerometallic - made by Clutch Masters

RSR Hybrid (DMF) - OEM self-adjusting pressure plate - 1/2 organic and 1/2 kevlar - have seen failures at Stage 2+ power levels - https://www.golfmk7.com/forums/index...ippage.341404/

South Bend Stage 2 Daily - 400 ft/lbs (SMF)
South Bend Stage 2 Endurance - 465 ft/lbs (SMF) - 1/2 organic and 1/2 feramic
South Bend Stage 2 Drag - 520 ft/lbs (SMF) - 6 puck ceramic
South Bend Stage 3 Daily - 500 ft/lbs (SMF) - organic
South Bend Stage 3 Endurance - 580 ft/lbs (SMF) - kevlar
South Bend Stage 3 Drag - 600 ft/lbs (SMF) - 6 puck ceramic
South Bend Stage 4 - 600 ft/lbs (SMF) - 4 puck fermaic
South Bend Stage 4 Extreme - 675 ft/lbs (SMF) - 4 puck ceramic

SPEC Stage 1 - 430 ft/lbs (SMF) - organic
SPEC Stage 2 - 480 ft/lbs (SMF) - kevlar
SPEC Stage 2+ - 535 ft/lbs (SMF) - kevlar/carbon graphite
SPEC Stage 3 - 580 ft/lbs (SMF) - carbon graphite
SPEC Stage 3+ - 671 ft/lbs (SMF) - carbon graphite/feramic
SPEC Stage 4 - 580 ft/lbs (SMF) - carbon graphite
SPEC Stage 5 - 820 ft/lbs (SMF) - feramic
SPEC Twin Disk - Rally - 800ft/lbs (SMF)
SPEC Twin Disk - Carbon - 1100 ft/lbs (SMF)

SRE Stage 1 - 391 ft/lbs (SMF) - organic
SRE Stage 2 - 450 ft/lbs (SMF) - organic

 

[RudyH]

Do to multiple clutch failures, engine failures, poor manufacturing and poor customer support, the following are NEVER recommended:

DKM Stage 1 - 258 ft/lbs (SMF) - made by Competition Clutch in China
DKM Stage 2 - 440 ft/lbs (SMF) - made by Competition Clutch in China
DKM Twin Disk - 660 ft/lbs (SMF) - made by Competition Clutch in China - known to have problems with the clutch, customer service and thrust bearing failure/crank walk - https://www.golfmk7.com/forums/showthread.php?t=37662
DKM Stage 5 - 650 ft/lbs (SMF) - made by Competition Clutch in China - MR pressure plate!! (see below)
BFI Stage 1 - 290 ft/lbs (SMF) - made by Competition Clutch or BFI in China - https://www.reddit.com/r/GolfGTI/com...rible_mistake/ and https://www.golfmk6.com/forums/showp...&postcount=176
BFI Stage 2 - 400 ft/lbs (SMF) - made by Competition Clutch or BFI in China - known to have caused thrust bearing failure/crank walk - https://www.golfmk6.com/forums/showp...&postcount=162
BFI Stage 3 - 450 ft/lbs (SMF) - made by Competition Clutch or BFI in China - known to have problems with the clutch and customer service - BFI Stage 3 issues - GOLFMK7 - VW GTI MKVII Forum / VW Golf R Forum / VW Golf MKVII Forum and https://forums.vwvortex.com/showthre...#post113778853
BFI Stage 4 - 500 ft/lbs (SMF) - made by Competition Clutch or BFI in China - has the same pressure plate as the Stage 3 kit which is a problem
BFI Stage 5 - 550 ft/lbs (SMF) - made by Competition Clutch or BFI in China - has the same pressure plate as the Stage 3 kit which is a problem

////WARNING from Competition Clutch\\\\
"The increased pressure required to release the Twin Disc (MR kit) puts a significant amount of load on the crankshaft thrust bearings. Starting the engine with the clutch pedal depressed -when the bearings are cold and dry- will cause accelerated wear. To reduce the amount of wear on these bearings, you should consider bypassing the starter interlock switch on the clutch pedal and start the engine with the car in neutral and the clutch released. Use extreme caution when disabling the interlock switch as it is a safety device. Never disable any safety device on a street-legal car."
Diaphragm load on the OEM clutch is most likely around 380lb
Diaphragm load on the MS kit can be between 440-480lbs
Diaphragm load on the MR kit can be from 700lb-900lb

PS, it's impossible to bypass the starter interlock switch on the clutch pedal in the MK7 without throwing error codes. Some progress is being made but increased risk of thrust bearing damage when running an SMF will be a factor unless clutchless starting can be achieved.

 

[RudyH]

Figure will post this here, and maybe the moderators can keep the list up to date?

Delete the link if this forum linking is bad, just showing source

https://forums.vwvortex.com/showthr...t-clutch&p=113934055&viewfull=1#post113934055

 

[dtanthony]

Rudy,

It seems that you have put quite a comprehensive list together here. Was Sachs listed as an abbreviation somewhere? One thing I am struggling with in my decision to choose an aftermarket clutch is the SMF vs DMF option. Would you agree with this sentiment: while a Southbound Stage 2 Daily setup itself might have a longer life than a Sachs Performance Clutch DMF, the SB increases chances of causing other more expensive components to fail. While I have heard that the DMF itself is more likely to fail (given it has more springs/moving parts), this is a less expensive failure point. I only plan on running a Neuspeed power module once I get the new clutch installed, so other than replacing the flywheel, TOB, and the clutch pack, are there any other things that should also be addressed with such a low power increase? Someone mentioned upgrading the rear main seal, but again I am perfectly happy just running the power module alone.

 

[Martin398]

rear main seal is mentioned because you're already in there while swapping in the new clutch. might as well. the upgraded iAbed RMS, I wouldn't swap in a new OEM. chances are it isn't leaking but it's a peace of mind thing. plus if you do end up with a leak on the stock seal you'll have to incur all the labor again tearing out of the clutch to get to it.