Valeo dual-mass - single mass flywheel conversion?

The 525iT it turns out had about 2k miles of clutch left. I noticed a the revs vs. acceleration on hard throttle at about 75 mph didn't match up, so it's time. Grrr.

BMWs of the era had dual-mass flywheels, solid friction discs and self-adjusting pressure plates. The friction disc is cheap, but the flywheels are very expensive, and from what I've read, cannot be resurfaced. Additionally, they're prone to failure and the whole package doesn't offer very good feel.

For not much more than an OEM clutch kit and re-using the original dual-mass flywheel I can get a conversion kit made by Valeo which includes a solid flywheel, sprung-hub friction disc and conventional pressure plate. This converts everything to a simple and basic setup like every other car I've owned.

Valeo Conversion Kits

So here's the deal. The best price I've found for the kit is about $570+$22 shipping from:

Carolina Clutch and Performance

Amazon sells a bunch of part numbers for these kits for much less, but no amount of plugging in every combination of terms and vehicle years and model numbers seems to come up with the correct kit, which is number:

52401220

My 2 questions to my support group:

1 - Has anyone had experience with these Valeo conversions? I know Valeo has been a huge clutch and flywheel OEM in Europe, but it's nice to hear either way.

2 - If anyone can come up with a better deal on Valeo #52401220 - you'd get my undying gratitude and I'll owe you a favor. Note - I have a machine shop.

When I was looking at getting a 318Ti, it appeared a E30 325i single mass setup would bolt in and work with an E30 starter. Look into using older 5 series parts.

It seems that everyone is changing from the dual mass, but when you read about them from the manufacturers they seem to be the hottest thing since turbos.

If I remember the new Vette has it and it's supposed to solve some big problem.

What's the big drawback?

carguy123 wrote: It seems that everyone is changing from the dual mass, but when you read about them from the manufacturers they seem to be the hottest thing since turbos. If I remember the new Vette has it and it's supposed to solve some big problem. What's the big drawback?

Price one out.

carguy123 wrote: What's the big drawback?

Cost, weight, complexity.

I can't comment on the BMW specific conversion kit, but I messed with this stuff when I had a c4 corvette.

I used valeo components, they were the oem supplier in my case. Everything worked well and was good quality.

The large drawback to the dual mass flywheel is its "mass," they are generally very heavy. I replaced mine with an aluminum flywheel, used the stock unsprung clutch disk and stock pressure plate to retain the clutch fork geometry.

Doing this, I came in under cost (significantly) of replacing the dual mass setup properly, and gained a performance edge by dropping near 30 lbs off the flywheel.

I noticed little drivability problems from using an unsprung clutch disk with a solid flywheel, but this was a 5.7.

The big notable problem which arises is NVH. The dual mass are designed to silence noises created from engine and transmission harmonics. Going "solid" you will get lots of noise from the engine and transmission in various scenarios. I understood that these noises were harmless, but I have no science to back that up.

Have you priced out a solid AL flywheel and a cheap "clutch kit"? I got my clutch kit from autozone, it was their brand, but when you opened the box everything was stamped "valeo"

Watching with interest. My 525i has 151k on it and I have no idea if the clutch was replaced before I got it or not.

I do know that the earliest E39 528i used a single-mass flywheel on the M52, which might be another option, but I haven't priced them nor am I sure they will interchange.

The NVH issue isn't an issue w/ these kits - the total weight of flywheeel and clutch components is comparable to the OEM stuff, and the friction disc has a longer spring throw than a typical BMW sprung disc. I am aware that future clutch replacements will require their proprietary disc+spring service set.

On my e36 M3 I converted from stock stuff to a JB aluminum light flywheel w/ a Clutchmasters Stg. 1 or 2 pack. It rattles like a Ducati dry clutch on a hot day, and has a narrow engagement range. But that car is 95% track and transit to track miles.

I'd like to avoid buying a new OEM BMW flywheel + clutch, although if I can make it happen w/ OES stuff I'd go that way.

Have you check ClutchNet They made the Clutch in my Yugo. It has killed 4 trans and counting.

Why is the best answer always expensive?

It turns out JB Racing makes a steel mid-weight replacement flywheel that accepts any e36 M3 clutch. 15.5 pounds vs. 25 pounds stock or about 10 for a lightweight aluminum one.

Downside? close to 9 bills shipped.

NEW - MID WEIGHT STEEL FLYWHEEL Fitment: All E36, E46, Z3 and Z4's equip with 6-cyl. M50/M52/M54/S50/S52/S54 engines and OE 5-spd transmission. Will also fit 3-'03-up short imput shaft 6-spd. transmissions with the use of our custom pilot bearing adapter - PN 551-010PB. This flywheel requires the installation of '95-99 E36M3 or aftermarket direct equivalent clutch components.

This new "Mid-Weight" steel flywheel bridges the gap between the heavy OE flywheel and our our lightweight aluminum OE replacement flywheel. This Flywheel is essentially a heavier (steel) version of our highly popular E36M3 aluminum flywheel and it will accept all OE clutch components and aftermarket direct replacements for the '95-99 E36M3 (S52). Designed to utilize additional static weight and MOI to assist in reducing transmission gear noise, this flywheel also allows for the installation of most sprung-hub clutch discs to further reduce or eliminate potential drive train noise generated by engine firing pulses. 520-010-240S Clutch Diameter: 240mm OEM Flywheel Wt. 25.0 lbs. List Price $1,054.00 Steel. Flywheel Wt. 15.5 lbs. Order JBR p/n 520-010-240S Price: $868.00

I'm using a single-mass M20 flywheel on my M42 (which was previously dual-mass). I've heard that M10 flywheels/clutches can fit certain 6-cyl engines.

I would ask around BMW forums. If there's a flywheel swap using OEM components that can be done, it has been done......

It seems the last hurrah of single-mass @ BMW was the M20 motor.

So I ordered the Valeo kit from Carolina Clutch last night and got a call (or actually a caw-ull, being from NC...) that it's backordered...

~Until May~.

So I ordered it from Bavarian Autohaus for $100 more than CC. If they have it I'm in. If not I'll throw down for the JB 15.5# part + a Sachs e36 M3 clutch pack.

Aaand...BavAuto didn't have it either. Unobtainium it seems.

So, since I'm going to pay someone money to do this clutch I'm disinclined to leave the dual mass in there that the previous owners used in the process of using up a whole 240mm BMW clutch w/ a stock, weedy 2.5L motor in 90k miles.

Even if it's not burnt blue, it's got to be tired. If I do replace the flywheel/friction disc and pressure plate w/ aftermarket stuff it's 8 bills and I'm still stuck w/ dual mass and the idiotic self adjusting clutch.

So, I found out that VAC Motorsports sells the JB Racing steel 15.5# w/ a Sachs e36 M3 clutch kit for about $1125. So I said screw it, being in the long haul with this car, and ordered it.

So for $325 above replacing the heavy, complex clutch in the car w/ another one, I simplify and take 10 pounds out, which should help that weedy little 2.5 quite a bit.

if I could resurrect my ti.. I would replace it's dual mass with a regular flywheel and clutch. It would really make that 1.9 sing

carguy123 wrote: It seems that everyone is changing from the dual mass, but when you read about them from the manufacturers they seem to be the hottest thing since turbos. If I remember the new Vette has it and it's supposed to solve some big problem. What's the big drawback?

They solve the big problem of idiot drivers. Manufacturers think they're the hottest thing since turbos since they greatly reduce under-warranty drivetrain damage.

The big drawback is that they introduce a ton of slack into the drivetrain.

doesn't matter.. nobody wants manual transmissions anymore

Finishing this off for good: I found the answer, and it wasn't easy.

Valeo kits are backordered 'til May per Valeo. BTW, they pronounce it 'Valley-oh" and they're very nice on the phone.

JB 15.5# steel flywheel ~should~ fit, takes a Clutchmasters sprung-hub e36 M3 clutch kit, and is about $1200. But no one would flat out say "Yes, this will work on an M54B25 motor w/ the ZF 350Z transmission.

JB/VAC 18.5# steel "Grand Am Series" flywheel will work, but does not accept a sprung-hub friction disc.

Then I finally found:

Clutchmasters kit 03CM1-HD00-SK.

Includes 20-some pound steel single-mass flywheel, organic sprung-hub friction disc, conventional pressure plate, release bearing. About $1000.

So I called RRT in VA - a very good BMW shop that does a lot of race cars - had them order the kit, and I bring it in Monday and they do the clutch, rear main/input shaft and shift selector rod seals, remove clutch delay valve, and put in all the Redline fluids that I've not had time to change since I got the car in November.

Then I'll finally install those kickass Hella xenons I got cheap from Amazon and it's done for a while. My first really grown-up stock, comfy DD.

I am one of those guys that rather stick with a stock setup unless really needed. Everytime ai upgraded clutches, I had problems with release points and what not.

Having said that, after pricing the factory dual mass for my '97 M3 I purchased this:

http://gripforce.com/sachs-oe-clutch-kit-and-luk-dmf-flywheel-bmw-323i-is-325i-is-328i-is-525i-528i-m3-z3/

It was $657 with shipping included and a DM flywheel.

I have heard good reviews. Mine will be arriving Monday. Let me know if you want me to take some pictures.

It even has the flywheel bolts included.

J