Sachs makes crappy clutches for the V4. I picked up a diaphragm clutch from sweedspeed.com. They use a factory throw out bearing, a heavily modified factory flywheel, but a completely different friction disc and pressure plate. The friction disk goes from factory 190mm to 200 mm. The entire assembly (flywheel, friction disk, pressure plate) ends up being 5.3 lbs lighter than the factory setup. I can't wait to install this on my Sonett.

Update 11/2021: I installed the clutch while rebuilding the motor. Installation was easy. The only problem I ran into was binding on the friction plate as installing my alignment tool. There was just some weld buildup left that prevented the gears from meshing complete. I was able to file the ridges down and get the clutch alignment tool to fully insert. Note, when I say clutch alignment tool, I mean the input shaft I pulled from an actual transmission. There is no replacement for having an actual input shaft to test and align the clutch with. Had I not done this, I would have only found the problem after burning calories trying but failing to join the transmission to the engine. That is already a hard enough job. Thank goodness for my clutch alignment tool.

I have put about 200 miles on the clutch so far. I am happy to say that it works great. I will give my initial impressions:

• The whole assembly doesn't feel any lighter than my original flywheel lightened per MSS. The engine revs as fast as it did before.
• The clutch is smooth to operate. There is no judder, jitter, or wobbles like you get with the Sachs crap.
• Althought smooth, depressing the clutch does take some musle. It takes more effort than the oem clutch despite the more modern design. I am guessing its down to the subtantially increased clamping force
• Speeidng of clamping force, I am confident in saying this thing will never slip. It grips quickly and hard. I am running maybe  110 hp, and it takes it easily
• Even though it takes more muscle to work, and it clamps hard and fast, I can still drive the thing in stop and go traffic. It just takes some getting used to

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Smll Med Lrg A sachs friction disk that has been properly re-riveted.	Smll Med Lrg left= flywheel lightened per MSS (was used in my car), right = stock flywheel	Smll Med Lrg	Smll Med Lrg
Smll Med Lrg	Smll Med Lrg diaphragm clutch kit from sweedspeed.com	Smll Med Lrg	Smll Med Lrg
Smll Med Lrg	Smll Med Lrg They balanced it	Smll Med Lrg	Smll Med Lrg
Smll Med Lrg backside of sweedspeed (SS) flywheel	Smll Med Lrg	Smll Med Lrg	Smll Med Lrg new SS pressure plate. Not sure what else it fits
Smll Med Lrg new friction disk. Clearly modified to fit sonett splines	Smll Med Lrg	Smll Med Lrg	Smll Med Lrg
Smll Med Lrg SS flywheel face. Also has cutouts near center for Sachs' reversed rivets	Smll Med Lrg the ss friction disk on the right is clearly much larger than stock	Smll Med Lrg	Smll Med Lrg
Smll Med Lrg stock friction disk on ss flywheel. You can see how much smaller it is than the new friction disk	Smll Med Lrg	Smll Med Lrg	Smll Med Lrg
Smll Med Lrg Weights for comparison. They machine the heck out of the ss flywheel to fit that pressure plate	Smll Med Lrg	Smll Med Lrg	Smll Med Lrg
Smll Med Lrg flywheel installed. Not balanced to crank, but oh well	Smll Med Lrg	Smll Med Lrg one snag, trans input shaft won't fully slip through friction disc	Smll Med Lrg some welding material stops it from going any further
Smll Med Lrg nothing 10 minutes with a file can't fix	Smll Med Lrg filing done, and now the shaft fully passes through. perfect	Smll Med Lrg	Smll Med Lrg looks awesome fully installed
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