Spoken to several people over the W/E and just come off the phone to LuK technical support.
The long and short of it is,The 3.0 Engine/Transmission setup NEEDS a DMF.If it breaks its not cheap I know.But if a solid flywheel system were fitted then long term Engine or Transmission damage could occur,both far more expensive options than replacing the DMF.
I'm afraid In my book,after talking to people and musing about it over the weekend,the solid flywheel idea is a non-runner.
1) You need to limit torque takeup & shock to the transmission.
2) The DMF is designed to be harmonious with the engine,remembering we have two balence shafts in there.
Looking at the system logically and what the DMF does within the system,it becomes very apparent it should not be replaced with a solid flywheel system.
Just my take on it,but logic dictates....
Had the same failure on mine... was tempted to go the solid way but logic won! _________________ 1999 3.0 Dd 4JX1 Auto to Manual convert LWB.
2000 3.0 Dd 4JX1 Manual SWB.
2001 3.0 Dd 4JX1 Auto LWB.
1997 3.1TD 4JG2-T Auto to Manual convert
Had the same failure on mine... was tempted to go the solid way but logic won!
In my case the 3.1 engine never had a DMF so there should be no issues with using the solid flywheel.
Recently I fitted a conversion kit for a vw car, it basically contained a solid flywheel and a clutch disk with springs in it, this is what made me think of doing this.
I'd love to know if there is a way to measure the effectiveness of a dmf against a clutch disk with springs in it. I can't say that I noticed any difference in the vw car, but maybe there is more going on under the covers.
In the trooper there was an improvement over the jumpy failing dmf, but no difference compared to how it was when the dmf was good.
I think the DMF makes the ride smoother due to damping of vibrations and is mainly for 3.0 M/T cars... I have noticed in the 3.0 Auto that the flywheel is not DMF.
I had the opportunity to test this at it failed like a week after the engine overhaul, clutch, pressure plate and release bearing were replaced.
The long term effects of not using a DMF are however not clear... maybe the M/T gearbox is sensitive? _________________ 1999 3.0 Dd 4JX1 Auto to Manual convert LWB.
2000 3.0 Dd 4JX1 Manual SWB.
2001 3.0 Dd 4JX1 Auto LWB.
1997 3.1TD 4JG2-T Auto to Manual convert
Hi
Just wondering how the flywheel is working in the 4x4? did you leave in the centre bits?
Regards
T
Sorry havn't been on here in awhile... trooper going very well....
I left the internals, mine was just beginning to go so there were no loose pieces... I think it would be very difficult to remove the insides and keep it reasonably balanced at the same time. I tried taking it a part but short of using the grinder it didn't look possible.
Still running great doing allot of heavy towing no problems so far...
well i have to replace my 3.1 engine after just 3000mls, took the head off and its cracked the joys of a second hand engine. have a spare so going to swap again as its £330 for new head and valves. have a few questions about the flywheel getting solid, what strength of bolt did you use and did you get it balanced and skimmed. what clutch kit did you use ..........thanks
Joined: 12 Jan 2010 Posts: 4861 Location: Preston, Lancs.
Posted: Thu Aug 09, 2012 8:07 Post subject:
As mentioned way back in the beginnings of the thread the Frontera 2.8 (4JB1) uses a DMF. Its not a common failure but they do go. The two accepted methods of fixing it are to get a replacement DMF or the alternative is to weld/bolt it solid, and then use the Trooper 3.1 sprung clutch plate kit. From reading the various posts/threads on this conversion no-one has had issues. Gear changes smooth, no vibration and holds out well when towing, driving normally, and serious off roading.
As mentioned, the DMF "absorbs" the initial shock when chaging gear or clutch engagement when pulling away, making things smoother and preventing shock through the transmission from sudden engagement. If the flywheel is solid then a sprung clutch plate is needed to simulate the same thing. _________________ 1990 Isuzu Bighorn LWB Mk.I 2.8TD Manual Lotus Edition
1994 Isuzu Bighorn LWB Mk.II 3.1TD Auto Lotus Edition
Deceased
1994 Isuzu Bighorn LWB Mk.II 3.1TD Auto LS
well i have to replace my 3.1 engine after just 3000mls, took the head off and its cracked the joys of a second hand engine. have a spare so going to swap again as its £330 for new head and valves. have a few questions about the flywheel getting solid, what strength of bolt did you use and did you get it balanced and skimmed. what clutch kit did you use ..........thanks
Sorry I used to get an email when this tread updated, but doesn't seem to arrive anymore!
I think the bolts were 10.8, you'll need a cobalt bit to the drilling. I did not skim or balance the flywheel. I used the 3.0 pressure plate with the 3.1 clutch disk.
All you'll need to buy are the bolts, tap, drill bit and 3.1 clutch plate, all the rest is reused.
Good luck with it, you probably have it done at this point!!
Hi All,
Just thought I'd add a possible cheaper solution to the failing dmf issue.
First off my trooper is a 3.0 converted to 3.1, but the flywheel and gearbox are the original 3.0 units.
My dmf was on the way out, so before it went completely I took the following action.
I removed the flywheel, removed the pressure plate and separated the driven plate from the dmf
I then drilled out the rivets holding the back of the dmf together.
Next I drilled and tapped the Driven plate with an M10 Tap
Next using strong bolts I bolted the flywheel together.
I used 3.1 clutch disk which has the springs in it to relieve the pressure on the transmission.
I've done 2000 miles since, no problems, no rattles no vibrations, cost me 10 euro in bits and pieces.
Lets see how long it will last.
I got a pm asking a question about this recently, I managed to dig out the pictures from 2012 so here they are again, incase they are of help to someone.
The bolted set up is still going strong and has by all means been tortured with the work its used for.
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