Timer for the weight results!
OE Flywheel = 23 lbs. 12.5 oz.
McLeod Flywheel = 7 lbs. 3.7 oz.
OE Clutch/PP = 13 lbs. 7 oz.
McLeod Clutch/PP = 15 lbs.
OE Total assembly = 37 lbs. 3.5 oz.
McLeod Total assembly = 22 lbs. 3.7 oz.
In total, we saved almost exactly 15lb of engine rotating mass! Compare this to the lightest aluminium flywheel we could find for the E46 M3 (that uses a factory-style clutch assembly) – the McLeod unit is still 2-3lb lighter. Of course it’s possible to reduce clutch assembly mass further by going to something like a 7.25″ race clutch, but those are notoriously loud, hard to drive, and won’t provide nearly as long service life in street use.
Time to install the new McLeod Twin Disc clutch! First step was to install the provided aluminium flywheel. Here’s where we hit our first (and only) snag – the OE flywheel bolts were too long, as they were designed for the thick and bulky DMF unit. McLeod will likely provide correct-length hardware as part of the clutch kit, but we decided to cut down the (new) OE bolts after some careful measurements.
New flywheel installed and looking good – don’t forget the Loc-Tite!
The rest of the clutch just bolts right together, with the provided clutch disc alignment tool.
3 comments
Funny you prefer a higher clutch engagement point. I hated how high I had to bend my knees to shift.
I swapped my non-M clutch pedal for a Mason Engineering one with a much lower engagement point.
Maybe it’s a long leg vs short leg thing?
What did you run for fluid in the trans?
I’m swapping to a single mass flywheel in my E60 and am going to run this
http://uucmotorwerks.com/html_techtip/techtips/tranny_rattle.htm
GL
I stuck with OEM Pentosin. I tried another brand of fluid that met specifications for the trans but had really rough cold shifts which got only marginally better when it warmed up. I was actually worried the trans was going out until I gave the Pentosin stuff a try. Might be something specific with the 420G, though..