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Howdy folks. I decided to pop the clutch cover off to see what kind of magic was under there. I also wanted to clean it out since I recently did efuel.
I'm curious about the clutch identify and also condition. I'm not familiar with them.
Is this the factory dual mass flywheel and clutch everyone's throwing away?
Also, I know I'm cursed, but how Fd does this make me:
Wanting to look at new injectors this winter or spring and was checking to see if i still had a stock clutch or not.
Guessing is one of the bolts on the snout of the trans where the TOB rides. Hard to tell from angle.
Clutch assembly does not look like my South Bend kit. I understand there are two single mass styles, Valeo I think is one and Luk other maybe? Been a while. SB uses the Luk style flywheel.
Anyway, you have a larger turbo kit with IC and would probably really awaken with larger injectors. Lots of guys run the typical 160/0 with the 13" SMF kit from Luk with success towing and such. They should be in the 340-360rwhp area I would gather. Past that, unsure if the friction material could hold up.
It is on the front of the trans behind the clutch. looks to be a front bearing retainer bolt. Not way to really get to it.
I have been reading a bunch about injectors lately. Seems to be a very subjective topic. I have been thinking of some 180s or maybe stepping up to a small hybrid like 205/30s.
Just want to make sure that the rest of the truck can handle the mods. And of course i want to he happy with the injectors I end up choosing. Hate to go too small.
I forget what you are planning to pull. If it is the 8 - 9K# range (combined 15K - 17K#), I have pulled with ~400 ft/lbs with a bunch of different engines (both gas and diesel) and that power level was plenty. Only thing that slowed me down with the one diesel was that it could not shed enough heat on long hard pulls, so I had to back-off on the throttle rather than run at highway speed.
Only time I had to climb slow due to power limit was with the 500 ft / lb rig when I pulled the ~7,500# trailer (combined ~16K#) up a 9% grade with switch-backs.
While looking at the powertrain, the only question I'd have is whether the tranny itself is up to the power for whatever injector (and tune) is the final decision. I have read where the ZF5 can handle more than its rating, but do not know how much more while remaining reliable. A semi related question to explore is that should one injector fail and the vehicle need a quick return to service time, going into the exotic territory (ie: anything not readily available from the local diesel / injection shop) will add mailing time to the loop.
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