On older engines, the flywheel is not sealed by an O-ring, but by a gasket. This gasket must be replaced if the flywheel becomes loose for any reason.
Until 1961, paper gaskets were used, after which a flywheel modification was introduced on 34 hp Type 1 engines and the first 1,500 cc Type 3 engines. The stud holes in the flywheel were partially countersunk, so that the paper gasket could no longer provide an adequate seal. from this modification onwards, the gasket became metallic, until the flywheel was fitted with an internal O-ring in 1966.
If you're not sure whether your flywheel has already undergone this modification, take a look at the mounting holes: if they're completely flat, you need the paper gasket, and if the holes are partially countersunk, you need the metal variant.
The material and thickness of the gasket are essential, the thickness being the most important. If the gasket is too thick, you'll have trouble adjusting the axial clearance. The gasket shown here meets Volkswagen specifications 100%.
Note: You only need one, but always take a few extra. When adjusting the axial play, the flywheel will have to be disassembled several times before the correct axial play is achieved. Doing so not only compresses the gasket, but also quickly damages it; you can't replace a compressed or damaged gasket.
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