Clutch Masters Aluminum Flywheel - E60 M5, E63 M6 SMG

Upgrading to a lightweight aluminum flywheel on your E60 M5 or E63 M6 has many advantages:
 

• eliminate potential failures from the original Dual-Mass Flywheel
• faster revs from less rotational mass
• more power to the wheels

Not recommended for street use, only for high horsepower track/race use, and customers that don't mind rough/jerky low speed shifting characteristics. Requires a Clutch Masters clutch kit.

Upgrading to an aluminum flywheel not only has performance benefits but is also a smart move to prevent a potentially catastrophic flywheel failure. Aluminum flywheels are a single-mass design - machined from 6061-T6 aluminum with a replaceable steel clutch plate. This makes the flywheel lighter and simpler, two things that are appreciated for better performance and reliability. Because aluminum is the lightest flywheel available we recommend this for mostly track-focused cars. Steel is also available for performance street use.

With less mass to spin the aluminum flywheel returns horsepower and torque to the engine. Less power is needed to spin the flywheel and clutch. While engine horsepower doesn't change, more power makes its way to the wheels, making the car faster at all RPM and any speed. This is especially appreciated in a car like the V10 M5/M6 that lacks torque. The engine can also rev faster to get you into the power band, and turbo boost, sooner.

The stock dual-mass flywheel (DMF) is a normal wear item. The DMF is made up to two halves with rubber and grease between them. Track use, hard launches, and abuse will decrease its usable life. If not replaced preventatively the DMF breaking apart inside the bellhousing - the two flywheel halves separate, the clutch breaks apart, and grease is scattered everywhere. The transmission usually survives a DMF failure but spinning ring gears have been known to slice through bellhousings. The DMF should be replaced about every other clutch job under ideal normal circumstances.

Abusing the clutch on a stock DMF will leave clutch material deposits on the surface and excess heat may warp the material or burn up the lubricating grease. The clutch surface on a DMF is usually not thick enough for it to be machined, requiring replacement of the whole flywheel. An aluminum single-mass flywheel has a replaceable steel clutch surface. If the steel shows signs of excess wear, remove the steel plate and replace it with a new one for much less than the cost of a new flywheel.

An aluminum flywheel does have some drawbacks that you need to be made aware of:
- Engine revs drop quicker. A heavier flywheel will stay spinning while the aluminum loses revs faster. Most drivers adapt quickly and it becomes a non-issue. In fact, going back to a heavier DMF, such as when driving a student's car at a driving school, is a downgrade that makes them appreciate their aluminum flywheel more.
- Part of the reason a DMF was installed in the first place was to dampen and absorb driveline vibrations and noise. The two plates suspended in rubber do a great job of smoothing out engine vibrations. An aluminum flywheel has very little dampening in comparison. Drivetrain noise is much more noticeable and may irritate some drivers and passengers. A heavier steel single-mass flywheel is also available that has more dampening capability.

Clutch Masters is the authority on performance clutch and flywheel innovation. With decades of experience in all forms of motorsport, including drag racing and drifting, Clutch Masters has the expertise to design and develop BMW clutch and flywheel upgrades that are overbuilt for their intended use. They apply the same approach for bulletproof performance for a BMW engine as they do for a 900hp drag car. All of their flywheels are SFI certified for use in motorsports.

For SMG transmission only.