My understanding of the issues is that the clutch is not completely disengaging and building up enormous heat and failing. Besides a simpler single clutch design and a heavier flywheel, the Centerforce hydraulics have a longer rod on the release cylinder and additional insulation and braided lines. They are mum on their redesign except that “factory specifications were inconsistent”.
It appears CF is adapting the JK hydraulics to the JL/JT to increase release bearing travel to operate their larger 10.4" clutch. The difference in both cylinder sizes make a small change in the hydraulic ratio.
There can be huge differences in DMF behavior depending on relative masses and coupling. I can very clearly detect a springy rattle easing engagment at idle speed. That rattle will easly become a stall. Thats my clutch with 38k on it. The clutch its self is quite nice and has zero slip even pulling trailer with 3K honda fit. I do agree the engines low torque aggrevates the issue.
What toy just described is exactly whats happening to these clutchs
Generally a clutch that drags enough to get hot will make shifting very difficult. I suspect the heat issue is simply naive drivers not realizing how much slipping they are doing. And its hard to control that dual plate until is bedded in.
I think dual mass design can shift a bit easier even even when not completely disengaged. That said this has affected a small sample size
You may be right. Ill bet they thought the manual was a cost saving feature. This asin manual is a dull tranny too. There are much better designs.
I understand that and if the argument against the DMF were instead, "the stock flywheel is too light", I might agree but there's nothing inherently wrong with having a DMF. I think some people want to use it as a scapegoat when it's not likely the problem.
Maybe. I tend to think of DMF as the worst of both worlds. You get the easy stall of a super light flywheel ( like my 7" clutch aluminium track car) and the sluggish mass of a solid flywheel. Note that when aftermarket flywheels are fitted the trucks idle about with clutch fully engaged without stalling. And, it you try that with the DMF just befor it stalls you can hear the DMF rattling.
My issue with Dual Mass system and light flywheel is the added complexity and relative lack of durability trade offs with minimal benefits in shifting, NVH, and probably minor gas mileage IN A SOLID AXLE OFFROAD VEHICLE. Just doesn’t align well with the do anything, go anywhere marketing and supposedly intended purpose of a Jeep Truck. Probably nothing inherently wrong with DMF but sometimes the simplest, toughest solution is the best solution.
The JT manual with Centerforce clutch and hydraulics and proper gearing is awesome!
The devil is in the details no doubt. Just like live axle suspention DMF has plenty of paramters that can make a huge difference. I for one believe the design favors making it easy on the ASS hardware and driveability was second. Tough design choices with big consequences.
