Flywheel issue
10-27-2018, 10:59 AM
#1
Flywheel issue
I recently changed from a erp triple disc c/f clutch with a steel basket flywheel to a tilton triple disc metallic clutch with an aluminum flywheel with steel crank and starter rings and steel friction plate. Issue is the dme is randomly dropping the crank signal. Causes extended start time and tuning issues. Alternator battery and ignition switch crank sensor all replaced.
New steel flywheel is 1100$ and if my research is right aluminum flywheel has been used for decades. Every builder I can find has aluminum flywheel. fvd evoms aasco etc
correction the tilotn is a steel flywheel at 18 lbs aluminum at 8 lbs
Any thoughts?
New steel flywheel is 1100$ and if my research is right aluminum flywheel has been used for decades. Every builder I can find has aluminum flywheel. fvd evoms aasco etc
correction the tilotn is a steel flywheel at 18 lbs aluminum at 8 lbs
Any thoughts?
Last edited by 32krazy!; 10-29-2018 at 04:52 PM.
10-27-2018, 11:53 AM
#2
I know Aasco work...and of course 7GT2RS/964RS steel work...
Have both in my stockpile, need to pick which one to run next clutch
Have both in my stockpile, need to pick which one to run next clutch
10-27-2018, 11:59 AM
#3
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You will have issues with the aluminum flywheel. The cause is heat and the movement of the set/screws>which hold in place the DME ring. Many companies have had to ditch the aluminum flywheels and go back to steel. I have seen this happen twice with the Clutchmaster twin disk clutch built on the Aasco flywheel.
10-27-2018, 12:01 PM
#4
had 2 steel f/w before but both were basket style. erp and carbonetics. this flywheel actually has no markings at all on it so i dont know the brand. looks like an aasco but no cutouts on the backside for weight reduction
10-27-2018, 12:03 PM
#5
Issues only when running a twin/triple disk? haven't personally seen the issue running a standard single disk setup
You will have issues with the aluminum flywheel. The cause is heat and the movement of the set/screws>which hold in place the DME ring. Many companies have had to ditch the aluminum flywheels and go back to steel. I have seen this happen twice with the Clutchmaster twin disk clutch built on the Aasco flywheel.
10-27-2018, 12:07 PM
#6
You will have issues with the aluminum flywheel. The cause is heat and the movement of the set/screws>which hold in place the DME ring. Many companies have had to ditch the aluminum flywheels and go back to steel. I have seen this happen twice with the Clutchmaster twin disk clutch built on the Aasco flywheel.
10-27-2018, 12:12 PM
#7
havent run a single in yrs. 1000 ft/lbs torque rules out any single setup. actually never had this issue until i went to this f/w setup. guess ill need to change it
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10-27-2018, 12:22 PM
#8
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Steve, this was a labor nightmare for me, trying to troubleshoot what was happening. Gearbox and flywheel in and out, and in and out. The aluminum heats up and expands, pushes the steel outward, the steel ring moves off center/reference. I will post some pictures if I find them.. For HP and higher than stock rev limiter>>aluminum flywheels don't work as intended.
10-27-2018, 12:26 PM
#9
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Go and look at Sachs Racing and see the flywheels that they use on the multdisk clutch systems.. The cup flywheels have the machined DME trigger teeth similar to the 964/997RS flywheels.
10-29-2018, 01:35 PM
#11
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There is a steel flywheel for use with the Tilton clutches. Check with John@Evospec, he may be able to sell one separately from the clutch. I'm not aware of any trigger issues with aluminum flywheels, but the extra mass of the steel flywheel makes that setup much easier to drive which is why we went that direction a few years ago.
10-29-2018, 04:48 PM
#12
There is a steel flywheel for use with the Tilton clutches. Check with John@Evospec, he may be able to sell one separately from the clutch. I'm not aware of any trigger issues with aluminum flywheels, but the extra mass of the steel flywheel makes that setup much easier to drive which is why we went that direction a few years ago.
10-29-2018, 04:52 PM
#13
from what im being told the dust between some teeth could act as a additional tooth when high hp applications spin the crank faster and heat up the flywheel crank sensor can see as much as 400 volts at high rpm dust acts as a tooth tossing off the readings. shop has a few ideas so ill wait and see what they figure out. found the battery and alternator were sub par so they were replaced