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    Thread: Sale: 02M Steel Billet Flywheels, Sachs & Clutchnet Clutch Kits, Free Ground Lower 48

    1. Forum Sponsor FourSeasonTuning.com's Avatar
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      04-20-2012 03:22 PM #141
      Thank you!
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    2. Member Mr. Nobody's Avatar
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      04-20-2012 10:16 PM #142
      Quote Originally Posted by FourSeasonTuning.com View Post
      Thank you!
      No thank you.

      Also for those wondering. Stock clutch and pp with a 16.5 lbs fst flywheel. No chatter at all and pretty damn happy with it so far after 200 miles. Can't wait to open it up.

    3. 05-01-2012 04:16 PM #143
      sent you a pm on friday.. any help woud be great

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      07-11-2012 07:34 PM #144
      the stage 2 kit only made it about a year for me with my power levels i destroyed it because under high boost it started slipping.
      i <3 haters

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      08-05-2012 09:53 PM #145
      The flywheel had nothing to do with this. Where is the picture of the clutch disc and pressure plate?

      Did your power level exceed the 375-400 max flywheel torque rating of most stage 2 kits?
      The longevity all depends on the driver and driving style. This thread was started in 2008 so if these were not lasting under somewhat normal conditions it would be known. Every clutch company has been critiqued on the forums.

      South Bend/ DXD offer a one year 12K mileage warranty so you are out on time and mileage.
      For example, other customers with stock and modified vehicles using various turbo sizes (K03 K04 GT28 GT30 GT35 etc) are using these clutch kits. The 24V VR6 with a 10 bolt crank flange also share the same disc and pressure plates are used on the 1.8T 02M and these make more torque than the 1.8T.

      The next step up price and quality wise is the stage 3 with a Sachs race engineered pressure plate. Some users try to stretch the limit of their selected kit ( stage 2 VS. stage 3 the main reason is the cost factor the stage 3 with the sachs race cover is on average $400- $450 more than the stage 2).

      I have a 5 cylinder S4 Quattro with 125K on the OE clutch kit and the car has been chipped for ten years. Then about two years ago a larger turbo kit w/ GT371R rated a 430 @ was added to stock clutch and does not slip @23 PSI.
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    6. Member juststarted's Avatar
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      10-25-2012 03:19 PM #146
      Just ordered one

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      10-25-2012 05:06 PM #147
      Thank you!
      Tracking info in Paypal, bolt torque specs sent by email.
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    8. Member juststarted's Avatar
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      10-30-2012 09:21 AM #148
      Super fast ship time! Thanks allot!

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      11-19-2012 08:35 PM #149
      Alot to do these days?

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      11-20-2012 04:37 PM #150
      Quote Originally Posted by npvk_x View Post
      Alot to do these days?
      We are busy in the shop with repairs, and shipping product.

      Do you have a question about a clutch kit?
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      11-21-2012 11:40 AM #151
      Quote Originally Posted by FourSeasonTuning.com View Post


      02M Install Kit FITS VW AND AUDI 6 SPEED TRANSVERSE MOUNT FWD AND QUATTRO

      02M Install Kit

      What exactly is this? Doesnt look like an install kit at all. Why would I need it?
      2013 on AMG Monoblocks

      ^^^^^^FOR SALE^^^^^^

      Quote Originally Posted by anthonyjimenezvw View Post
      ps. dont be a douchebag

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      11-21-2012 01:50 PM #152
      Quote Originally Posted by Goheels555 View Post
      What exactly is this? Doesnt look like an install kit at all. Why would I need it?
      Thank you for your question and I can surely answer that.

      Anytime you do a clutch job it is wise to inspect and replace as needed the various seals in the area you are working in. Reason being, is that a worn seal is easy to replace when the trans is out. If you don't replace the seal, you may experience a failure sometime after, in which case you will have the added expense of the labor to remove the trans.
      For piece of mind and cheap insurance, people replace these items at this time.

      The item on the left is the rear main seal, late model VWs are using a teflon sean which is now integrated into the aluminum housing. Earlier VWs had a similar aluminum housing, but the seal was the replaceable affordable part. VW has since made obsolete the older style and forcing customers to pay for the late model higher priced part.
      We can offer our customers the option of one piece teflon, or the 3 piece older style (spring seal).

      The 3 piece uses a fiber gasket, to mate to the block, the seal is replaceable.
      In your Bentley manual, you'll read about the different seals and why VW chose them.
      Keep in mind that a teflon seal needs time to set-up after installation, whereas the older spring seal does not. The choice is your and that is why we offer both.

      Now the part on the right is the input shaft seal on the trans.
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      11-27-2012 10:16 AM #153
      Quote Originally Posted by FourSeasonTuning.com View Post
      Thank you for your question and I can surely answer that.

      Anytime you do a clutch job it is wise to inspect and replace as needed the various seals in the area you are working in. Reason being, is that a worn seal is easy to replace when the trans is out. If you don't replace the seal, you may experience a failure sometime after, in which case you will have the added expense of the labor to remove the trans.
      For piece of mind and cheap insurance, people replace these items at this time.

      The item on the left is the rear main seal, late model VWs are using a teflon sean which is now integrated into the aluminum housing. Earlier VWs had a similar aluminum housing, but the seal was the replaceable affordable part. VW has since made obsolete the older style and forcing customers to pay for the late model higher priced part.
      We can offer our customers the option of one piece teflon, or the 3 piece older style (spring seal).

      The 3 piece uses a fiber gasket, to mate to the block, the seal is replaceable.
      In your Bentley manual, you'll read about the different seals and why VW chose them.
      Keep in mind that a teflon seal needs time to set-up after installation, whereas the older spring seal does not. The choice is your and that is why we offer both.

      Now the part on the right is the input shaft seal on the trans.
      Exactly what I thought, but couldnt be sure. Thanks for the reply. Will be purchasing a clutch kit soon
      2013 on AMG Monoblocks

      ^^^^^^FOR SALE^^^^^^

      Quote Originally Posted by anthonyjimenezvw View Post
      ps. dont be a douchebag

    14. Member juststarted's Avatar
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      01-04-2013 03:16 PM #154
      Just a heads up, took my flywheel to the machinist with my rotating assembly to be balanced. One of the dowel pins fell out somewhere. My machinist made a new one but I am not sure if it was a manufacturing defect or if someone banged it around a bit.

      Good product, only took 1.1 grams to balance!

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      01-04-2013 04:45 PM #155
      Dowels pins on the 02M billet flywheel are not pressed in, they slide in and can be removed by pulling with your fingers. Some may fit tighter due to the machining oil in the flywheel hole or due to a dowel that came from a different batch. All dowels are machined to the same tolerances, but they all get put into the same bin box.
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      04-01-2013 04:20 PM #156
      ordered a stage 2 and flywheel.

    17. Member juststarted's Avatar
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      06-17-2013 09:02 AM #157
      What is everyone doing to reduce gear noise and chatter?

      My engine and clutch are finally broken in, spirited driving through country roads is loud but only off the throttle on deceleration. I get chatter at low speeds.

      My setup is a 2.0lt stroker, fully balanced with a fluidampre crank pulley. I am about to drop the trans out and fix a leaking rear main, and put in redline gear oil.

      Is the only way to get rid of gear noise is to go back to a DMF flywheel?

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      04-10-2014 07:34 PM #158
      You can have your transmission shimmed by a transmission tech that has knowledge of the 02M main shaft issues.
      Early models have a main shaft bearing that does not have a bearing race notch. This lack of a notch allows the bearing race to spin in the case, or slide in and out (end play).
      The revised 02Q has a stronger case (gear side) and it has a taller bearing with a notch, but the bearing internals still have a plastic cage with 6 ball bearings.
      The plastic will eventually wear and all 02M and 02Q trans will have a failure at this bearing at some point during its life.
      The advantage of the 02Q bearing is the notch, this prevents the race from spinning and also acts as a stop to prevent in and out movement.

      The only way to fit this 02Q bearing into an 02M trans is the replace the transmission gear side case ($750 +).
      So that is not an option for most people, it would be easiest to drill some holes in the 02M case and tap them for set screws at noted by another forum member.
      I want to say it could be found in the technical forum.

      Other than that, main shaft noise won't go away on its own. Shimming the bearing, or taking the steps to modify the case are needed.
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      05-09-2014 01:07 AM #159
      Great products! Just installed my 16lb flywheel along with a Sachs sprung hub disk last month and couldn't be happier Great customer service and fast shipping! You guys rock!
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    20. Member theguy831's Avatar
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      05-13-2014 08:57 PM #160
      Quote Originally Posted by FourSeasonTuning.com View Post
      You can have your transmission shimmed by a transmission tech that has knowledge of the 02M main shaft issues.
      Early models have a main shaft bearing that does not have a bearing race notch. This lack of a notch allows the bearing race to spin in the case, or slide in and out (end play).
      The revised 02Q has a stronger case (gear side) and it has a taller bearing with a notch, but the bearing internals still have a plastic cage with 6 ball bearings.
      The plastic will eventually wear and all 02M and 02Q trans will have a failure at this bearing at some point during its life.
      The advantage of the 02Q bearing is the notch, this prevents the race from spinning and also acts as a stop to prevent in and out movement.

      The only way to fit this 02Q bearing into an 02M trans is the replace the transmission gear side case ($750 +).
      So that is not an option for most people, it would be easiest to drill some holes in the 02M case and tap them for set screws at noted by another forum member.
      I want to say it could be found in the technical forum.

      Other than that, main shaft noise won't go away on its own. Shimming the bearing, or taking the steps to modify the case are needed.
      Has it been determined whether or not the early o2m (fml code) cases can be shimmed? I just put my case back together today after installing steel shift forks when I can across the thread discussing main shaft axial play and the whining noises on deceleration. I have not noticed any strange noises coming from the trans on decel (trans has 130k). Do the tapered roller bearings found in the early cases fall victim to the same symptoms?
      Last edited by theguy831; 05-13-2014 at 09:32 PM.

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      07-22-2014 01:25 PM #161

    22. Member shysty's Avatar
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      09-08-2014 12:08 PM #162
      up

    23. Member shysty's Avatar
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      09-10-2014 01:16 PM #163
      bump

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      09-10-2014 01:27 PM #164
      bump

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      Yesterday 12:48 PM #165
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