That is absolutely true. In my ideal world, I'd like a lightwight dual mass unit, but alas, I've never seen one produced for any application.
Which is why I totally agree with Jake on this one, and wouldn’t run one without internally balancing the M96 first………….these engines have enough issues without increasing their internal harmonics.
I have recently experienced a broken crankshaft from an engine equipped with an LWFW that was dynamically balanced as an assembly with the engine totally disassembled. (I did not assemble it)
But that person has broken 4 crankshafts since last October.
What in the world can you do to break 4 crankshafts in a row?
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-99' Zenith Blue 5-spd...didn't agree with a center divider on the freeway
-01' S Orient Red Metallic 6-spd...money pit...sold to buy a house
Shaking the loving crap out of the internals will do it all by itself............. That is why I just love it when the “complex carbohydrate adolescents” pull the balance shafts out of their high winding four cylinders to gain 4 HP…….
My limited understand from reading about dual mass flywheel is that it's function is to smooth out the power spikes from the engine to limit jack hammering the transmision and the drivetrain and to prevent power spike reflection from damaging the engine.
based on the torque of the engine and masses of the dual flywheel, I'm guessing that the effective rpm range for dual mass is during clutch engagement and that at higher rpm, the spring coupler is not changing.
my naive thinking is that at some rpm and higher, dual mass flywheel is no longer "dual mass" and becomes one mass.
am I all wet?
Hybrid Mode
