LuK Dual-Mass Flywheel

(6speed stock flywheel made by Luk)

The LuK Dual-Mass Flywheel offers the following advantages:

First-class driving comfort
Absorbing of vibrations
Noise isolation
Reduction of fuel consumption
Increased comfort during shifting
Reduced wear of the synchronization
Protection from overload for the drive train

Demands on the clutch have become more difficult.

It is possible to drive modern engines at extremely low rpm. A car body optimized in the wind-tunnel produces less wind noises. New calculation methods help to reduce the weight of the vehicle, and lean concepts increase the efficiency of the engines. By the help of a 5th or even a 6th gear, consumption can also be reduced. Thin oils make precise gear shifting easier.

In a few words: There is an increase in noise sources, whereas the natural damping diminishes. The principle of the piston engine still exists exciting torsional vibrations in the drive train due to its periodical combustion procedures. Gear rattle and body boom are the unpleasant consequences. Today's drivers used to comfort are not willing to accept such background noises any longer.

It is more important than ever before for the clutch not only to disengage and to engage, but also to isolate efficiently the vibrations of the engine.

Physically this problem is easy to solve: There must be an increase of the moment of transmission inertia without increasing the mass to be shifted. This results in a reduction of the rpm producing this unpleasant resonance below the idle speed. The resonance itself, however, gets stronger.

The solution is the LuK Dual-Mass Flywheel.
LuK was the first manufacturer in Europe to succeed in developing and supplying a dual-mass flywheel for mass production realizing this physical principle and nevertheless keeping the resonance amplitude small.

The name of the dual-mass flywheel already explains that the mass of a conventional flywheel was divided. One part continues to belong to the moment of engine inertia. The other part, however, increases the moment of transmission inertia.

These two disengaged masses are connected by means of a spring/damping system. A clutch disc without a torsion damper between the secondary flywheel and the transmission cares for disengaging and engaging. The positive side-effect is that due to the lower mass to be synchronized gear shifting is easier and wear of the synchronization can be reduced.