The dangers of not using original equipment

The dangers of not using original equipment

Motorsport

The LuK dual mass flywheel (DMF) meets the ever increasing demands for driving comfort by absorbing undesirable engine vibrations.

A dual mass flywheel consists of two masses which can rotate against each other. An arc spring damping system is integrated into the dual mass flywheel, which enables the DMF to absorb and practically neutralise the torsional vibration of the engine.

More than 45 million cars are fitted with a DMF by the OEM (original equipment manufacturer). And to date LuK has manufactured more than 50 million DMF’s.

The DMF, like the clutch itself, is subject to normal wear and tear and may require replacement. With its range of approx. 250 different types manufactured and supplied to the OEM market, LuK covers almost the entire DMF repair market.

When replacing a DMF, LuK strongly recommends that an original OEM part be used, for the following reasons:

1) The dual mass flywheel is part of the vehicle’s original equipment and therefore the power train and engine electronics are carefully attuned to its characteristics.

2) Without a properly functioning DMF, vibration can damage the drive train as the DMF acts as a breaker between the engine and transmission.

3) Only a DMF manufactured in OEM quality can provide the required and desired properties:

• Effective vibration and acoustic insulation

• Improved driving comfort by relieving crankshaft and transmission vibrations

• Increased fuel efficiency.

4) A remanufactured DMF is no substitute for a new part, since a DMF must never be reconditioned as the thickness of the secondary flywheel is not designed for it. Reconditioning reduces the secondary mass and results in insufficient burst speed and heat absorption characteristics.

5) “Alternative” solutions and replacement kits do NOT comply with the OEM specifications. The rigid flywheel used in these kits does not increase the transmission’s mass moment of inertia; in addition, the damping capacity of the corresponding clutch disk is significantly lower than that of a DMF which can lead to gearbox rattle and vibration-induced damage to the power train.

 

6) The garage can be held fully responsible for any customer warranty claims arising from damage due to the installation of “alternative” parts or replacement kits.

British mechanic Steve Marsh learnt his lesson by not using OEM parts.

In July 2007, following a gearbox failure due to lack of oil, Steve fitted a new gearbox and solid flywheel conversion to a Ford Transit 2.4 DI flatbed at the recommendation of his gearbox repairer. The old DMF was worn and the customer did not want to pay for a new one.

In August 2007, the customer complained that he could not select gears. The gearbox front bearing was damaged and the gearbox repairer suggested it was because Steve didn’t change the spigot bearing (although he thought it was OK) so he assumed they were right and didn’t change the clutch.

In November 2007, the engine required replacement after a piston problem. While it was out Steve checked the bearing again and found it was damaged. He assumed it was a faulty gearbox bearing so he didn’t change the clutch.

In December 2007, the customer reported a slipping clutch. The gearbox bearing was damaged again allowing the seal to leak gearbox oil all over the clutch. The gearbox was repaired and the same type of clutch was refitted.

In January 2008, the customer could not select gears again. The gearbox bearing was damaged and LuK was contacted.

It was found that the clutch disc damper was hitting its end stops, which is why the time between failures was getting shorter.

A new LuK DMF and clutch were fitted replacing the formerly installed solid flywheel and no problems have been experienced since. Unfortunately, due to not using OEM parts Steve and the gearbox repairer were liable for all the repair bills!

 

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