Need some advice on this subject. Have 2 powerstrokes 96,97 have been driving the 96 for 4 years, worked with a company that have owned these types of trucks since the 90s they have never had a problem with the flywheels, I heard from a gentleman that had replaced his in Jan, told him it was the first time I heard of the problem. Since then I have had to replace the clutch and flywheel in the 96, and have just replaced it in the 97 this weekend, Does any one know what would cause the problem. The mile difference is great between them the 96 has 400.000 kms on it 220.00 on the 97? I can't see it being driving tech as the 96 has had the sme driver since 97. Hope some one can help.
Thanks Lil.

 

What problems are you having with your flywheels? Warpage, cracking?

 

I am assuming your problems are with the "dual mass" flywheel. Ford used this flywheel which has a series of rollers and springs in it to quiet the transmission noise. These flywheels will wear out (the springs and rollers) which is part of the reason why Ford quit using them (they are quite expensive to replace). It is my understanding that there is an aftermarket manufacturer that makes a replacement (non-dual mass) flywheel which is a better choice and less expensive (I don't think gear noise is nearly as much of a problem as Ford did anyway). Maybe someone on this forum can supply the name of the aftermarket supplier.

 

LUK makes a replacment for the dual mass flywheel that isnt dual mass design

 

[font size="1" color="#FF0000"]LAST EDITED ON 25-Mar-01 AT 12:08 PM (EST)[/font][p]The dmfw has been both successful and lousy depending on who you talk to. The owner of a truck who has 100-150k miles use out of the clutch & dmfw like them. The owner of the truck who has experienced premature failure numerous times hate the dmfw and is a prime candidate for the Luk upgrade unit. I will try to explain the pro & cons of both and if you need further explanation or have additional questions email me directly at tkw636190@cs.com. The dmfw was designed originally by Valeo (who holds the patents) for Ford. With a 2 piece design it was thought that this was the most efficent way of dampening torque spikes and engagement of such a powerful engine, afterall if not properly dampened you eat trany's, drivelines, and rearends. The clutch is supposed to be the weak link. Unfortunately the dmfw, in many instances proved to be too weak, causing premature failure. Most of these failures tend to occur between 30-75k miles. Since Ford reccomends the dmfw be replaced when replacing the clutch this becomes a very expensive repair. The dmfw list at the dealer for about 1100.00, the clutch (Ford now sells reman units) is about 375.00. So for about 1500.00 + labor you get a new clutch and dmfw (These Oe parts are available outside of Ford for 975.00 total). Some feel this is ok when getting 100k & 200k out of the unit, but for the owner getting 30-75k, this seems unreasonable.
The Luk upgrade is a very effective alternative both cost wise and performance. Luk utilizes a solid flywheel and transfers all the dampening to a heavily sprung disc. This accomplishes several things. First it reduces cost of a clutch repair drastically. The upgrade is 575.00 for a complete kit (flywheel, flywheel bolts, pressure plate, disc, rel brg, pilot brg, and alignment tool). When the time arrives to replace the clutch again it is even less expensive. Now all it cost is a 300 clutch kit and 35.00 charge to resurface a flywheel. Second, the Luk upgrade was designed with a higher torque capacity than the original clutch & dmfw from Ford. This gives the owners a much better peforming clutch with s much softer and smoother clutch pedal. The only drawback to the Luk unit is drivetrain noise with some owners. the noise is there with the dmfw, you just don't hear it because of the 2 piece flywheel. About 3 out of 10 units sold, owners will complain about geartrain noise not heard before, making them think something is wrong in thier trany. This noise is normal and tends to disipate with mileage. Luk did not design thier disc with an idle stage dampener which would have helped with these noises, this would have weakened the unit. Luk has designed an upgrade for all 7.3 diesels from 87-01. I hate to post such a long reply but its hard to explain it all in 1 post. Again if you have any questions let me know. I don't look at this forum regularly so email me directly if you want. tkw636190@cs.com

 

The "gear train noise" is the primary reason Ford used this dual mass flywheel. The year Ford went to the 6 speed ZF transmission (99 I believe) they no longer used the dual mass type flywheel. I don't know if their current flywheel will work with an earlier application or if it would be less expensive than the LUK (probably not).

 

Indeed in 99 Ford went back to a solid flywheel, however that has been another nightmare for Ford. The clutch disc designed with the 99 and newer trucks has been failing at an alarming rate. The failure is not just slipage, the springs are coming out of the hub and killing trany's. Ford has used this since 99 thru it's 01 production trucks. The 02 trucks will have a dmfw back in them. As for the 99-- solid flywheel fitting the earlier trucks, it won't work. The 7.3's thru 94 have a 9 bolt pattern for the crank. The psd's have a 10 bolt pattern like the 99 and newer but you have a clearance problem in the bell housing with the pressure plate. It won't fit. To my knowledge thier is only 2 choices the dmfw, which again is available outside the dealers, and the Luk upgrade. Luk has patents on the design and is the only manufacturer producing the unit.

 

Mr. Clutch, great stuff! What year did Ford quit using the DMFW?

 

Dumb question! I should have kept reading.

 

97.5 Ford supposedly didn't make a 98.

 

Thank you all for your great insight on this problem, look like I have to do a bit more research befor I buy another truck. Have looked at the dodges only problem is there a Dodge.Plus the Dam cup holder is on the floor. Need a new deisel for the mileage and the power any thoughts?