DmaxEter

How do you know when one of these things is going bad? Mine makes a noticable rattle of sorts when under hard accelleration. Has anyone else had one of these things make any strange noises? Also, how are they holding up to power mods?

dminer

Take it to the dealer and have them look at it. I'm assuming you're still under warranty.

Mine was making a funny noise when I shut it down. I read through an 11 page post on the TDR about the dual mass flywheel and found out you need to have the clutch in when you shut it off. That cured my issue.

DmaxEter

Yea, mine will rattle like crazy when you shut it down without pushing the clutch. I dont understand why they had to go to the Dual Mass flywheel anyway. everyone says torsional dampening but isnt that what the torsion springs in the clutch disc are for? If a double ceramic button clutch in a class 8 truck can damoen the vibrations with just 7 to 9 springs, then why cant they do that with a clutch disc for the dodge cummins setup?

WACTD

Can you post a link to that 11-page article, please? I'd love to read it. I've never seen anything, anywhere, that said it was important to have the clutch in this-or-that position when stopping the engine. I'd love to read this for myself.

Thanks!

slorocco

I'll second that, I'd love to see that article too.

DmaxEter

I dont know where I read it, but I do remember reading that its best to push the clutch in when shutting it down. I know I have with mine since the first week I bought it. I guess that BD Ram Power box has taken its toll after only 3 days . Man that sucks. Doesnt SouthBend make a solid flywheel and clutch assembly for the G56 now? seems like I read that somewhere?

wap

Yeah southbend has a flywheel out now.
Why is it important to have the clutch in when you shut it down?

WACTD

I wonder if it's because the engine can rotate the driveshaft backwards a bit at shutdown. Perhaps the transmission doesn't like to be turned the wrong way, even a few degrees...?

dminer

Man, I got a little nervous that I wouldn't be able to find this. Here you go:

http://www.turbodieselregister.com/f...ight=dual+mass

dminer

The post regarding pushing the clutch in is on page 9 of the 11.

I would encourage you to read it all if you can stand it... sorry to say put things get a little heated in some parts of the thread.

Peter with Southbend shares some good info that answered a lot of my questions on this type of flywheel.

Very good knowledge about torsional spikes, etc shared.

Happy reading, and I hope this helps.

Dan

Hercules130

If i remember the warranty correctly, the flywheel and clutch is never covered under warranty.

DmaxEter

I could see the clutch not being warranty, or a solid flywheel, but the dual mass flywheel has internals that if not functioning properly will render the drivetrain inoperable. Surely thats covered by the 7yr/70/000 drivetrain warranty? It aint making no funny noises during normal operation or anything just when I get it in a hard pull so im gonna drive it till the flywheel comes rocketing out from under it and then go to southbend and get a SHOW NUFF setup I guess.
Talked to the service dept. this morning and they said they would cover the clutch up to 12,000 miles and the flywheel is part of the 7/70,000. It was a service writer so they may have been blowin smoke, but thats what they said over the phone. Sitting in front of them may be different. I am blessed to have a somwhat mod friendly dealer at my disposal. Last time I was in there getting the high idle enbled the I asked the tech about boxes and progamers and he said lets take a walk. He showed me a 2005 HEMI powered ram that had 2 rods hanging out of the block. They contacted their DSM and were told to put a block under warranty. They had the engine back together and all, they were just waiting on instructions from the supercharger manufacture on how to setup the blower that the guy had installed. They warrantied an hemi that had an aftermarket blower. Not dealer installed but customer installed. That meant a lot to me. Service manager said a box on a diesel was fine with him. I have been lucky enough that I have never had to test him with my own truck. I would still take my stuff off before I took it in.

WACTD

Thanks for the link, but it won't let me read past message #1 unless I'm a "member". Can you cut-and-paste the important content here? Or provide a working link to the message in question? Not all of us here are members of TDR.

Thanks again!

Hercules130

i stand corrected. i just checked eservicecontracts.com and they list the flywheel being covered under the exteneded warranty that i have. it is a chrysler warranty so all the parts covered should be the same as the regular warranty.

dminer

From Page 9 - Peter w/ SouthBend:

On to the DMF...
I believe that adequate dampening is very important for the torsional spikes produced by the diesel engines whether it be in the clutch disc or a dampened flywheel. In a perfect world, using your truck within it's ratings @ stock power levels, I believe the DMF will provide adequate life and extend the life of the transmission. Now, lets talk real world. We live next to Elkhart In. which is the trailer capital of the world. I have seen these trucks pull things that have made me cringe. The TDR members come to these forums not only to learn about their trucks but for the most part to add HP and torque. You yourself stated that the DMF was not designed to handle this. This is where we come in. We designed a solid flywheel replacement to allow the people with the G56 transmission to add power to their trucks or overload their trucks without worry of DMF failure. The clutch disc will have adequate dampening to absorb the torsional spikes created.

You stated that the Valeo DMF failed miserably. This statement is simply not true. Remember, we are the guys that see the end result from real world use. We are not the guys at the beginning on the drafting boards. Failure only occurred when the truck was used past it's ratings or there was issues with the performance of the truck i.e. bad injectors/fuel pump, etc., or HP was added to the truck. Other wise they performed fine until they simply wore out. The major problem was when it came time to replace them. Cost to the consumer was somewhere in the park of $1000 just for the flywheel. This is where LUK stepped in. Simply reproducing what was being used in the DTC trucks and altering it a little to fit the Ford diesel trucks.

As for the DMF that LUK has developed. LUK is the OEM clutch manufacture for the Chevy Duramax. This clutch and flywheel assembly (DMF) is almost a spitting image of the assembly used with the G56 transmission. It has been in and running in the real world for a few years now. If you go to this website and do a search on clutches, you can form your own opinion on what you have in your truck... http://www.dieselplace.com/forum/index.php

I will post some pictures today of the two flywheels, Duramax/Dodge G56.

Peter

And again:

Quote:
Originally Posted by JayWm
RedSmoke,
Would it then be wise to hold the clutch down during shut down?

Thanks,

Jay



YES! This is very good advice for all diesel trucks. This will unload the clutch while the crank spikes during the prosses of shutting down.

Peter

And again:

As for the G56 transmission we tore into @ Blumenthals. It has a lot of plusses. The shifting rack mechanism is far better. The gears are independent and double spline instead of welded on. The transmission we looked at had 70,000 hard miles with no engine enhancements. The Bearings we almost shot, better oil may be a +. The throwout brg. quill was made of tin, the previous transmissions supported a cast iron quill. Other then that, it looks pretty good. We offer direct service as well as distributor service. Prices cannot be discussed by venders on the forums.

Peter

And again:

Sorry for the delay on the article in the TDR magazine. Correlating between us and Blumenthals took longer then expected. But the article has been written and submitted for the next release. The solid flywheels are done and in stock for both the single disc and the dual disc. The report I received just this morning on a single disc install was that the customer was able to achieve higher boost #'s. I think this may be do to the overall weight of our clutch pack is lighter then the dualmass system. He said it shifts good, performs well and engages a little closer to the floor. He also said that he did not hear any neutral clatter which was one of my main concerns.

Peter

And lastly:

Quote:
Originally Posted by Wagon
Peter
Could you clarify now, is my G-56 going to be a problem for moderate towing with no enhancements? And if not what options do I have?




No, it won't be a problem at all.

Peter