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//-->Dual Mass FlywheelTechnology / Failure DiagnosisSpecial Tool / User InstructionsThe content of this brochure shall not be legally bindingand is for information purposes only. To the extent legallypermissible, Schaeffler Automotive Aftermarket GmbH& Co. KG assumes no liability out of or in connectionwith this brochure.All rights reserved. Any copying, distribution, reproduc-tion, making publicly available or other publication of thisbrochure in whole or in extracts without the prior writtenconsent of Schaeffler Automotive Aftermarket GmbH& Co. KG is prohibited.Copyright ©Schaeffler Automotive Aftermarket GmbH & Co. KGSeptember 20132ContentsContentsPage1 History2 Dual mass flywheel – DMF2.1 Why DMF?2.2 Design2.3 Function3 DMF components3.1 Primary mass3.2 Secondary mass3.3 Bearing3.4 Flange3.5 Friction control disc3.6 Arc springs4 Special forms of the DMF5 DMF failure diagnosis5.1 General advice on inspecting the DMF5.2 Noise5.3 Chip tuning5.4 Visual inspection/damage patterns6 Description and shipment of the DMF special tool7 DMF function tests7.1 Which test suits which DMF?7.2 Freeplay measurement with degree gauge7.3 Freeplay measurement by counting starter ring gear teeth7.4 Rock measurement8 Bolts for DMFs and DFCs9 Rated values47778991011131415172222232526333536374144464731 History1 HistoryFrom conventional torsion damping todual mass flywheelThe rapid development of vehicle technology over thelast few decades has brought ever higher-performanceengines paralleled by an increased demand for drivercomfort. Weight-saving vehicle concepts and wind tunnel-optimised bodies now allow other sources of noise to beperceptible to the driver. In addition, lean concepts,extremely low-speed engines and new generation gear-boxes using light oils contribute to this.Since the middle of the 1980s, this advancement haspushed the classic torsion damper as an integral partof the clutch driven plate to its limits. With the same oreven less installation space available, the classic torsiondamper has proved inadequate to outbalance constantlyincreasing engine torques.Extensive development by LuK resulted in a simple, butvery effective solution – the dual mass flywheel (DMF) –a new torsion damper concept for the drive train.4The configuration of the springs in the first-generationDMF was identical to conventional torsion dampers, wherethe pressure springs are mounted in a radial directionclose to the centre and can therefore provide only limitedspring capacity. This design was sufficient to isolatevibration in 6-cylinder engines, as these produce lowresonance speeds.In contrast, 4-cylinder engines induce higher irregularitiesand consequently higher resonance speeds. Repositioningof the springs towards the outer edge and the use ofhigh-pressure spring diameters increased the dampercapacity fivefold without requiring more space.DMF function diagram1985TodaynPrimary massnSpring/damper systemnSecondary mass5
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