Some feedback of what exactly failed now that the gearbox is removed. Well, the T/O bearing totally seized and seriously overheated the entire clutch area. It broke off several fingers of the pressure blade, even if these fingers are made of quite thick steel. The flywheel was also in very bad condition with several burn spots on it.
Amazingly, after so many km on the same clutch, the external clutch plate was still in good condition. I still need to dismount the clutch assembly to check the condition of the internal clutch. So the myth that our cars are clutch eaters is not really true. This dual plate clutch can really last much longer if driven correctly. Sure, a MT helps to better control the clutch. If the T/O bearing didnít fail, I think that I still had a good life time on this clutch. But no doubt, while the transmission is out, Iím changing all components including every single bolt, spacer or shim. Changing also the hydraulic links as well as the flywheel bearing (which was amazingly still in perfect visual condition). The gearbox mount was also in good condition but changed it as a precaution. I still had the MKII of this mount while now, the MKIII is available.
The lesson learned is that when a T/O bearing is failing (seized), in extreme conditions, there is a potential risk that the engine intake
valves hit the piston heads because the T/O bearing can end up blocking the engine crankshaft. This has already happened. So when you hear the noise like in my video, donít do what I did, trying to drive back home
Some pictures to document this subject: