| Re: C4 Clutch / Flywheel |
Subject: Re: C4 Clutch / Flywheel by Josh on 2008/4/4 13:34:35 This is from the ZF6 clutch/flywheel/slave/master answer thread: The dual mass flywheel: The popular rumor is that GM used the dual mass flywheel to help quiet down the noisy ZF6 transmission. I don't know if this is true or not, but it does make sense. Another benefit of the dual mass is the amount that it slips when dropping the clutch to launch the car. The dual mass will turn probably half a rotation under power, which cushions the transmission, universal joints, and rear end from the violent hit of trying to launch the car. The downside to the dual mass is the weight (which eats up power), and that it can not be machined if you decide to replace the stock clutch. Some people have gotten away with machining the flywheel, but in my opinion they have just gotten lucky. There is no way to chuck up the flywheel in a lathe or cutting device and be sure that they flywheel is being cut true. The nature of the dual mass prevents this. The part of the flywheel that bolts to the crank is separate from the part that the clutch disk pushes against. The pieces are connected by what amounts to a big spring. When you bolt the flywheel to the lathe or cutting machine, you bolt it on like the flywheel is bolted to a crank. The piece that is bolted to the machine is attached to the piece you are cutting with a big spring. There is no way to control the deflection of the spring once you start the cut. If the spring allows the contact surface to move, wobble, tilt, etc... you won't have a flywheel that can be used. Some people have gotten away with it, but there is no way to guarantee it will work. How can you precision machine something that is attached to your machining tool with a big spring? |
