Topher Baldi

By Jenni Wirtz | 21 February, 2020

For more than 100 years, Borg & Beck has been a byword for premium products, which is why brand owner First Line Ltd, continues to invest and update its quality control and test equipment in its bespoke technical centre, enabling it to supply products in which technicians can truly rely.

As a result of the company’s investment in its facilities and engineers, Borg & Beck has the knowledge and ability to take its clutch specialism to a new level as it has, for example, adapted the driven plate equipment to be able to test dual-mass flywheels (DMF) up to 260mm. This enables Borg & Beck to guarantee that its single-mass flywheels (SMF) can match the DMF specification as closely as possible.

Without question, the development of the Dual Mass Flywheel (DMF) Clutch has been a technological triumph and resulted in increased driver comfort and refinement. However, it also has its drawbacks, as it can be prone to problems related to the build-up of heat within the unit, as well as manufacturing costs being significantly higher compared to a standard Clutch Kit.

The complex DMF design makes it very difficult for the heat that is naturally produced during the normal operation of the vehicle to be dissipated through the two masses of the flywheel. This is because the friction plate is, in effect, only attached to the engine side of the flywheel through the centre bearing, which doesn’t allow the heat to be spread away from the friction plate efficiently.

These DMF issues are more of a problem for vehicles that cover high mileage, are driven at low speeds in the city or endure the demanding operating environment commonplace with taxis and LCV applications. When replacing the clutch in these applications, the best solution is a Single Mass Flywheel (SMF) kit.

The SMF kit is an original equipment (OE) designed product that allows the worn DMF and its associated Clutch components to be replaced with a traditional Solid Flywheel and Clutch Kit. This has been made possible by the development of the long travel damper, which uses advanced vibration clutch damper technology to create a damper capable of 40? of torsional movement, which is comparable with the movement that was typical of the equivalent DMF at the time of the vehicle’s original manufacture.

Technically, the SMF will reduce engine vibrations due to the increased inertia of the solid flywheel. In addition, the SMF is extremely durable, due to its efficient heat dissipation qualities and the lack of complex high wearing flywheel components.

The SMF is less expensive to manufacture and has the added advantage that the cost of a subsequent replacement is reduced further by the fact that the flywheel does not need to be changed with the rest of the clutch components.

As well as the cost advantages, the heat issues inherent with the DMF system are nullified when the solid flywheel replacement is fitted. This is because the traditional design of the system allows the heat to be absorbed through the flywheel and dissipated through the engine and flywheel housing in the normal way.

Therefore, the SMF offers a particularly suitable solution for vehicles where the original DMF is unable to dissipate heat effectively, but in addition, it offers greater longevity over DMF technology and is much more cost effective to replace.

Furthermore, a Borg & Beck spline grease sachet is included in every kit, as well as new flywheel bolts to allow workshops to benefit from the most straightforward fitting procedure.

The Borg & Beck Clutch programme includes 2 in 1, 3 in 1, 3 in 1 CSC, and SMF Kits, as well as Concentric Slave Cylinders and Hydraulic components which cover modern and classic applications, making it the preferred choice for factors and technicians.

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Let's see the process in schematically, to develop each section.

The points of the summary are developed in the following sections.

The official symbols of the scheme are obtained from Appendix D.

The hot water pipes and the return must be drawn on the plans of the building.

The documentation is supplemented with the necessary diagrams.

The installation that feeds the device that produces more pressure loss is the main route.

To identify it without the need for a calculation, we will choose the device that is furthest from the connection and the highest floor of the building.

If there are several devices in the same situation, we will choose the one with the highest minimum flow, and if they are all the same, we will choose the one with the lowest minimum flow.

Once we have named the main route, we need to identify the rest of the network without the order in which we identify it being important.

Under normal operating conditions, the minimum instantaneous flow indicated in table 2.1 of the aforementioned document must be supplied by the sanitary device.

The total installed flow is equal to the sum of the minimum instantaneous flows of the devices supplied.

I usually use the UNE 149201 standard to get the simultaneous flow or calculation flow. This method is not mandatory, and the CTE does not determine any particular method. In the absence of regional regulations that establish a procedure, you can use any proven method, here are two references that may be useful.

Once the calculation flows have been obtained, we need to set the diameters for each section and make sure the water is flowing at a good rate. The design criteria must be taken into account when fixing the diameters to be compatible with the regulations.

The minimum speed and maximum speed criteria are contained in section 4.2.1 of HS4. The maximum speed will not be greater than 2 m/s for pipes.

The nominal diameter of the device leads must be greater than or equal to those indicated in table 4.2 Minimum diameters of leads to HS 4 devices

The nominal diameter of different sections must be greater than the minimum feeding diameter of the HS4

The section of the pipe from the internal diameter is the first thing we need to calculate the speed of each section.

We determine the speed once the section and calculation flow are known.

You have to be careful with the units. The international system gives the formulas.

Section, in m2.

Inside diameter is in m.

In m/s.

The calculation flow is in m3/s.

Since we will be in a very noisy regime, we must make sure the pipes are not over 1.5 m/s.

The unit head loss is the pressure loss experienced by the water when traveling a single meter of pipe. The head loss is related to the water flow, the internal diameter of the pipe, the roughness of the pipe material, and the fluid's temperature.

We can use nomograms or equations that require us to get the Darcy factor with some equation like the Colebrook-White equation or the Swamee-Jain equation. Here are some references to other posts that develop the topic.

The total head loss is the pressure loss experienced by the water when it circulates through the main path.

The total head loss is the result of adding the head loss due to the turbulence introduced by singularities such as elbows, curves, tees, valves, etc.

To calculate the pressure loss due to friction through the main route, we will take the unit pressure loss of each section calculated in the previous section and add it to the total.

The pressure loss due to accessories and singularities can be calculated using the joint method described in section 4.2.2 of HS 4. The result will be more conservative if we consider 30%.

In order to guarantee a safer calculation, we can consider the load losses not included in the previous 30%. It is recommended to add the pressure losses of the meter and the filter to the 30% that is not included in the local losses. The total pressure loss will be shown in this way.

The calculation of 30% of the load losses due to friction is the second sum.