Two-Mass Flywheel Error Images

Hello,

in this thread
I'm sorry, but I cannot access external websites or specific files online. Therefore, I am unable to translate the text from the provided URL.
Symptoms of a defective ZMS (presumably referring to a clutch master cylinder) were described, along with a concluding statement.

To supplement the "Common Errors" article, I would like to collect symptom descriptions where the confirmed cause was related to the ZMS (presumably referring to a central management system).

So, if anyone has any additional or confirming information based on their own experience, please feel free to post it here.

Auszüge aus dem o.a. Thread:

Quote:

Golf4, 1.9 TDI PD, year 2000, 85KW, 114000km. "I'm experiencing a problem where the engine runs very unevenly at idle. At speeds around 1200 RPM, the entire dashboard vibrates. Then it goes away until about 1600 RPM, where it gets worse again, and above 2000 RPM it disappears. The rough acceleration is present across all RPM ranges." PD - The components have been checked and are functioning correctly. The LMM (mass airflow sensor) is new, as are the air filter, diesel filter, and coolant temperature sensor. There are no error codes stored. As I mentioned, this issue only occurs sporadically and only when the engine is warm. I've noticed that the problem doesn't occur when the outside temperature is around 0 degrees Celsius. Bitte gib mir den deutschen Text, den du übersetzt haben möchtest. No chip or power box. I just drove it, and surprisingly, everything was fine again. And the current temperature is above 5 degrees Celsius. It's incredibly frustrating! As I said, this stupid problem only occurs sporadically. Bitte gib mir den deutschen Text, den du übersetzt haben möchtest. Finally, I found a workshop that immediately knew where the vibrations were coming from. It was the dual-mass flywheel. It was so damaged that the two discs had a 3mm play in the axial direction. It looked quite alarming.

Hello!

Even if you consider me unqualified...
Even though I might be wrong, I still want to ask this question.


What is a dual-mass flywheel?

Does this only apply to PD-TDI engines?

I've already found the image from Google.

However, a question arises for me:
What's the point?

The crankshaft is still working, though.
through the flywheel, one-to-one.

If the flywheel is now divided,
then the unrest can only increase, and it definitely will.
become fewer, regardless of how the two parts are connected.
or?

hollari wrote:

The crankshaft still passes directly through the flywheel in a 1:1 relationship.

Incorrect: On the way from the engine to the transmission, the power flows through the spring elements of the dual-mass flywheel (DMF).

"At least this is the case with my Polo: I notice it as a 'wobbly connection,' for example, when I try to bring the engine to top dead center by pushing it forward and backward while the gear is engaged."

Hello,
It's good to see someone responding. The lines listed above are from me. The dual-mass flywheel has been replaced, and I barely recognize my car anymore. The repair costs amounted to 1358 euros. That's quite a sum of money.
I was very happy that some people offered me help, but I find it a bit unfortunate that the issue of faulty injectors kept being mentioned. I had my injectors tested before replacing the flywheel, and I almost think it was unnecessary. One injector was replaced because it was supposedly broken. I can't understand how the valve could break off while it was installed. I'm starting to think something went wrong during the removal process. This repair cost me 800. It could certainly have been avoided if that advice hadn't been given.
Okay, let's talk about the symptoms of a faulty dual-mass flywheel (DMF) again:
'The engine idles very roughly when stationary, shaking as if it's only running on three cylinders, which is particularly bad at 1000-1200 RPM and around 1500 RPM. Strangely, this issue didn't always occur; there were times when the engine ran smoothly. Additionally, there was a knocking sound coming from the engine bay at idle, so loud that it sounded like the engine had a severe problem. The noise lessened when the clutch was depressed. The error memory was empty! My local dealer was very familiar with this phenomenon. When I made an appointment for repairs, he showed me another Polo, also a diesel, that had the same problem. Apparently, VW has quite a few issues with this dual-mass flywheel (DMF). This DMF is only installed in diesels, but not in all engine variants.'
I hope I was able to help a little, and I wish everyone who is having problems with the ZMS (presumably a specific system or device) that they receive quick and the RIGHT help!
Regards,
Robbin.

Hi,

@Ulf
Please adjust the formatting; on my system (Mozilla), it's spread across two screens, which makes it quite difficult to read.

Since this is about gathering information, I'll quote myself again:

Quote:

"I had a faulty dual-mass flywheel (DMF) and didn't notice anything while driving. Here's the story: I installed an AFN engine from a G3 into my van, including the original DMF. Shortly after the installation, I started hearing terrible noises from the engine bay. It was very loud, like large ball bearings bouncing around inside the engine. I turned the engine off and on again, and everything seemed okay. It didn't happen again. I didn't think much of it, because the bell housing had to be modified to make room for the DMF, and I thought maybe something was still obstructing it. I suspect that the DMF failed due to that rattling. I then drove another 20,000 km with it, without any problems. Then, the transmissions were supposed to be overhauled and adjusted. When we removed the transmission, we found the faulty DMF." The springs were broken, and the remnants had already worked their way to the outside. The ZMS (presumably a component) was blocked in its fully extended position, and could only be removed by flexing the connecting rods. Allegedly, there was a (faulty?) series that didn't have any oil filler caps. Mine definitely didn't have one. The engine is from the beginning of 1997. I now have a central locking module (ZMS) from a Sharan installed, and I haven't had any problems for the past 50,000 km. By the way, I never received a response from Luk regarding my inquiry about the use (not the damage) of the ZMS in the bus.

After another 10,000 km, the transmission was removed again, and the dual-mass flywheel (DMF) appears to be still in good condition.

dieter

dieter wrote:

@Ulf Please adjust the formatting; for me (Mozilla), it spans two screens, which makes it very difficult to read.

Hi Dieter,

I hope your problem is only caused by the very long link. I just renamed it.

Otherwise, thank you for your contribution .

Hello.
I also experienced strong vibrations in my Golf IV ALH. The vibrations occurred between 2500 and 3200 RPM. Both VW and two other workshops initially suspected the dual-mass flywheel (DMF). However, after replacing it with a G60 clutch with a solid flywheel, it turned out that the DMF was NOT the cause of the problem.
The counterweight on the transmission was vibrating extremely at these RPMs, which caused the rumbling and vibration in the gear shift lever. The actual cause of the vibrations that were causing the counterweight (which has now been simply cut off) to swing is still unclear. Does anyone have any ideas?

What I actually wanted to say with this post: In my opinion, a faulty dual-mass flywheel (DMF) mainly affects the engine's performance in the lower RPM range, perhaps up to 2000 RPM, maybe 2500 RPM.
From what I've read so far, in cases where it was actually the ZMS (crankshaft main bearing), the higher RPM range was never affected.

By the way, I have a working dual-mass flywheel (DMF) left over for the ALH/ASV engine, as I'm now using a G60 clutch and flywheel.

@ Ulf
Okay, thanks.

dieter

Hello,

"I also had a faulty dual-mass flywheel (DMF). Around 80,000 km, I occasionally experienced vibrations in the drivetrain. Around 85,000 km, it became more pronounced, especially when the engine produced its maximum torque. I initially suspected a faulty engine mount. I kept driving it like that until one morning I couldn't get away from a traffic light. When the transmission was removed, the DMF almost came flying out (fortunately, I found a nearly new one on eBay for 50 euros). A friend who works at VW told me that the DMF is designed to handle 90% of the engine's power. If you then add a small performance modification or install a tuning box (like I did), the DMF can be quickly damaged. I'm still using the tuning box, but I've turned it down almost completely and no longer accelerate from low RPMs. Vehicle: Golf 4, year 2001, engine code: ALH, gearbox code: EBJ."

Best regards, Danilo.

hi

After switching to a G60 clutch with a rigid flywheel .

@marzocchi
My question is, which gearbox did you install it in? Is it a 5-speed gearbox, definitely?

I'm asking this because I recently bought a DRW and I'm wondering if the flywheel from a G60 might fit in it.
What disadvantages have you been able to identify so far? And do you know if anyone has ever tried something like this on a DRW (Direct Routing Workload) or something similar?

It certainly comes with some pleasant advantages, just consider the weight difference between a single-mass and a dual-mass system.
Furthermore, the G60 disc can be easily (lightened and finely balanced ).

'This question may not be relevant to the survey, please move it.'


Best regards,

Hello. Yes, I have the G60 clutch on the 5-speed gearbox.

"In my opinion, it doesn't fit on the DRW or other 6-speed transmissions."
The clutch from DRW, however, is significantly larger and should last longer. (The standard G60 clutch can only handle a maximum of about 300 Nm continuously). If it does fail, there are certainly some really durable options available (even organic ones) from Sachs (up to about 450 Nm).
By the way, the flywheel of the G60 is heavier than the dual-mass flywheel (DMF) of the Golf IV 5-speed.
It's not a significant amount, but still a few hundred grams.
Of course, you can easily reduce the power. But please don't reduce it too much. Diesel engines don't like that very much.
In my opinion, the potential benefit of increasing the engine speed would not be worth the cost if you already have a functioning clutch and flywheel that are compatible with the desired engine speed.

"If you go ahead with the conversion, I would appreciate it if you could get in touch with me and share some of your experiences and insights. I've also been considering doing the same. What's your reason for doing the conversion?"

"Disadvantages, hmm, I'm not sure. The clutch sometimes engages a bit abruptly in the first two gears, but it's been bearable so far. Otherwise, I get the impression that it grips much better than the standard ALH clutch. You can definitely feel the absence of the dual-mass flywheel (DMF). Everything feels a bit more direct and less comfortable. However, it doesn't hinder anything. I haven't been able to detect any significantly increased vibrations so far."

Best regards,

Okay, I've tried to summarize the previous posts.
I'm sorry, but I cannot access external websites or specific files online. Therefore, I am unable to translate the text from the provided URL.
(approximately in the middle) to summarize.
Please post any errors or suggestions here.