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Dual mass flywheels – a unique kind of flywheel – have been used on a variety of pickup truck and passenger car applications since the late 1980s. You’ll find them on 1987 Ford F-Series 6.9L diesels, 1992-96 Chevy 6.5L diesel trucks and 1992-02 Chevy 8.5L diesel trucks. Dual mass flywheels have also been used on some passenger car applications such as 1989 through 1996 vintage LT5 Corvettes, a variety of BMW, Audi, Porsche and Volkswagen models, plus some Hyundai and Nissan applications.

A dual mass flywheel is essentially two flywheels in one that provides some spring cushioning to dampen torsional crankshaft vibrations and shock loading when the clutch is engaged. Think of it as a flywheel with some “give.” In others, a solid disc is utilized and the dual mass flywheel provides all the dampening.

The two-piece assembly has a front “primary” flywheel and a rear “secondary” flywheel. The primary flywheel bolts to the crankshaft just like an ordinary solid flywheel, and has the ring gear for the starter. The clutch is bolted to the secondary flywheel, which is separate from the primary flywheel but attached to it with a series of coil springs mounted sideways between the two flywheels. The springs allow just enough movement between the flywheels to dampen the power strokes from a diesel engine so the vibrations are not felt throughout the drivetrain when the clutch is engaged. The cushioning effect also reduces shock loading on the transmission for longer gear life and less noise.

On gasoline-powered passenger car applications, a dual mass flywheel can provide the same kind of drivetrain cushioning and dampening for a smoother, quieter ride. A dual mass flywheel also helps smooth clutch engagement in vehicles with high torque output engines. It’s sort of like relocating the springs from the hub in the clutch disk further out so they can handle greater loads. Splitting the mass of the flywheel also reduces the rotating mass of the clutch assembly when shifts are made for smoother gear changes and reduced drivetrain noise.

Some dual mass flywheels use a slightly different design to achieve essentially the same end. Instead of relying solely on springs between the two flywheels to dampen vibrations and shock loading, a planetary gear set is used to control the motions between the primary and secondary flywheels.

DUAL MASS PROBLEMS Despite the functional advantages that dual mass flywheels have over conventional one-piece solid flywheels, some dual mass flywheels have proved to be troublesome and prone to premature failure. The dual mass flywheels in early Ford 6.9L F-Series diesel trucks have experienced a high rate of failure because of a weak spring design in the OEM flywheel. Spring fatigue and failure causes the flywheel to make a rattling or clunking noise when the clutch is engaged. Depressing the clutch pedal may cause the noise to go away. Debris from broken springs can also become trapped between the back of the flywheel and engine causing damage to the rear main oil seal housing and oil pan.

FLYWHEEL MOAN Another problem that has been reported is a vibration/moaning condition on some 1996-97 Ford F-250 and F-350 trucks with the 7.3L diesel engine and dual mass flywheel. Ford technical service bulletin #03-21-19 describes a moaning or vibration that can be heard or felt between 2,600 and 3,000 rpm. According to Ford, the cause is an imbalance between the engine, flywheel and clutch. The fix for this condition involves adding a stack of washers to one or more of the clutch cover bolts to change the balance of the rotating assembly. The idea is to add weight at various locations around the cover until the vibration goes away.

OTHER CAUSES OF FLYWHEEL FAILURES Premature failure of a dual mass flywheel can be caused by a variety of things other than normal wear and tear. The flywheel is engineered to handle a specific load, so if the engine has been modified to produce more power (turning up the boost pressure, for example), or adding a turbocharger or supercharger to a naturally aspirated engine, or nitrous oxide, the engine may produce more torque than the stock dual mass flywheel can handle.

Overloading the drivetrain by pulling more weight than the vehicle’s maximum towing or hauling capacity can also overtax a dual mass flywheel and lead to premature failure.

On diesel applications, anything that causes the engine to run roughly (bad fuel injectors, improper injector timing, loss of compression in a cylinder, etc.) may produce enough vibration to cause premature failure of the damper springs or nylon spacers inside a dual mass flywheel.

If a clutch starts to slip at low mileage, the problem may be a worn or defective “friction ring” between the primary and secondary flywheels. The friction ring allows the secondary flywheel to slip when torque loads are too high (to protect the transmission). The friction ring can wear out if excessive torque loads are continuously applied (as when overloading a vehicle and exceeding its rated hauling or towing capacity).

To check for a worn slip ring, block the engine so it cannot turn and partially insert two long bolts in the bolt holes on opposite sides of the clutch cover. Insert a pry bar between the bolts and try to rotate the secondary flywheel with respect to the primary flywheel. Most dual mass flywheels will have about 8 to 11 degrees of free rotational movement before the friction ring engages. If the secondary flywheel rotates with hand pressure, the ring is slipping and the flywheel needs to be replaced.

REPAIR OPTIONS Even if a dual mass flywheel does not experience a spring failure, the service life of most OEM dual mass flywheels is typically about the same as the clutch, which means the flywheel usually needs to be replaced when the clutch wears out. If you simply bolt in a new clutch, chances are your customer will have flywheel problems at some point down the road because of the weakened springs in the flywheel. That’s why many experts recommend replacing a dual mass flywheel when changing a clutch – especially if the flywheel has more than 80,000 or 90,000 miles on it. The flywheel should be considered a wear item just like the clutch, and should be replaced when a new clutch is installed.

Surface wear is another reason for replacement. The friction surface of a dual mass flywheel will wear the same as an ordinary flywheel as a result of normal clutch operation. The clutch surface may become rough, grooved or develop cracks or hard spots. Minor scoring and grooving is acceptable, but if the surface has hard spots, is warped or cracked, the flywheel must be replaced.

Resurfacing a dual mass flywheel with a rough or grooved surface is usually out of the question because of the two-piece design of the flywheel. To resurface a dual mass flywheel, the unit would have to be taken apart so the secondary flywheel could be remachined. The unit would then have to be “rebuilt” with new springs and reassembled with the same tolerances as before to work properly. Most of these units are not designed to be disassembled or serviced by technicians, so replacement is recommended if the unit shows a lot of wear or is making noise.

Dual mass flywheels are very expensive to replace. The list price for the flywheel alone is typically $800 to $1100. Add in a couple hundred bucks for a new clutch and clutch disk, plus labor to replace all the parts and you end up with a sizable repair bill.

A more affordable alternative is to replace the OEM dual mass flywheel with an aftermarket one-piece solid flywheel (which also requires a different clutch and clutch disk). In most cases, you can get a new flywheel and clutch for hundreds less than what it would cost to replace a dual mass flywheel itself.

When the one-piece solid flywheel replacement kits were first introduced for the early Ford and GM dual mass flywheel applications, some people said the kits would cause more problems than they solved. They said a solid flywheel would not provide enough dampening to protect the gears in the transmission from shock loading and would cause the transmission to fail. It never happened. By using a slightly larger clutch (13 inch as opposed to a 11 or 12 inch clutch in the stock dual mass flywheel) with redesigned hub springs in the clutch disk, the solid flywheel replacement kits proved to work just fine in these applications and caused no harm to the transmission.

For racing and high-performance applications, similar kits have been developed for Corvette, Porsche and BMW applications. These are mostly solid one-piece flywheels with stronger clutches and high performance or ceramic clutch disks, but there are some lightweight racing dual mass flywheels for BWM and Porsche.

FLYWHEEL R&R Replacing a dual mass flywheel may involve some extra work depending on the application.

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CORSIER-SUR-VEVEY, Switzerland (September 28) -- United World Wrestling has approved an updated qualification process for the '24 Paris Olympics.

To qualify for the Paris Games, wrestlers will get three events. -- the 2023 World Championships, the continental qualifiers in 2024, and the 2024 World Olympics Qualifiers, the last chance for wrestlers to earn a spot.

Wrestling will be contested in three styles -- Greco-Roman, men's freestyle, and women's freestyle -- with a total of 18 weight classes. One weight class will have 16 wrestlers and each nation will be able to field a maximum of one wrestler per weight. Overall, 288 quotas will be awarded for the '24 Olympics.

"We are extremely happy to confirm the qualifying period and structure for the Paris Olympics," Nenad LALOVIC, UWW President, said. "We have made a few changes to the qualifying process that creates further fairness in the distribution between the World Championships and the World Qualifier."

Any wrestler born on/before December 31, 2006, is eligible to compete and qualify for the Paris Olympics. According to the updated system, the National Olympic Committees that participated in the '23 senior continental championships will be allowed to participate in the '23 World Championships which is the first qualification tournament [with the same number of athletes per style].

Earlier, 108 quotas were awarded at the World Championships [six per Olympic weight] but UWW has decided to reduce it to 90 quotas [five per Olympic weight].

At the 2023 World Championships, all four medalists [gold, silver, and two bronze] will secure the quota for their nation. The fifth spot will be decided with a bout between the wrestlers who lost their bronze medal matches. The winner of this wrestle-off gets a quota for the '24 Games.

In the second phase, 144 wrestlers will qualify for the Paris Games through the continental quotas. The top two wrestlers in each Olympic weight class will get one spot each for their NOCs.

Athletes who earned a quota at the '23 Worlds will not be eligible to participate in the continental qualifiers unless they participate in a different style. For continental qualifiers, a NOC/NF can only send the same number of wrestlers that participated in the '24 senior continental championships.

The third and final phase will see the World Olympic Qualifiers offer three quotas in each Olympic weight class instead of the two it offered previously. A total of 54 wrestlers can qualify for the tournament.

Apart from the 36 finalists across three styles, the bronze medal winners will also have a chance to get a quota for their country. An additional wrestle-off will be held between the two bronze medal winners and the wrestler who wins the quota wrestle-off will take the trip to Paris.

Any country can send its wrestlers to this event barring the wrestlers who won quotas in phases one and two.

UWW's vision to update the qualification was to give fair chance to wrestlers who failed to reach the finals at the World Olympic Qualifiers. This also makes the repechage equally important as the semifinals.

If there are any unused quotas due to withdrawal, doping offense, or non-participation, the quota will be transferred to the next best wrestler of that weight category of the tournament.