CPMac,


I tried to PM you but your msg box is full.


I installed your flywheel/clutch combo on Saturday and have a few questions:


1) Which pilot hole was I supposed to use? There was one that looked predrilled and another one which looked drilled after with a black marker X by it. The engine is not internally balanced is it? So I assume it makes a difference which one to use. I had a 50/50 shot, I hope I used the right one.


2) What are the part numbers, size, type, etc of the clutch and pressure plate for future replacement purposes.


3) Can I have the flywheel machined if I ever need to remove hot spots etc at clutch replacement time? What is the maximum amount of material that could be safely machined?


Thanks,


Tim

Did you get the single disc or a dule, creig is kind hard to get ahold of but keep trying, I have his dule and i like it alot. the hole that was drilled after the fact is the hole you should use and the flywheel can be machined but im not shure how much to take off.?

Thanks, I figured as much, that's the hole I used. I figured the black marker X mark must have meant something important so I winged it. It does seem a little rougher at idle, but as long as it doesn't hurt anything, the flywheel is balanced correctly to the Duramax specs, I don't mind it.


I went with the single disc. I don't plan on participating in any truck pulls ever. It seems to work pretty good, it definitely holds the power. And the neutral and low-rpm rattle is loud, but that's the price one pays for something that will hold up to the power. I'll be anxious to hear how others are making out with the new DMF's to see how long they last this time around.


Thanks,


Tim

It will be rougher at idle -- even when perfectly balanced. It is a solid flywheel after all. I have over 20,000 miles on CPMac's setup and it's still doing great.


You are (as you probably know) correct about the engine being externally balanced (why they did this I have no idea -- seems like a poor design decision to me).


The usual diesel performance clutch shops have clutch parts that will work in the event that Craig gets hit by a bus (the stock disc will work as well, but it degrades quickly once you slip it a couple of times). I would certainly go to Craig first for parts.


I'm sure that the flywheel could be machined extensively, but I would ask Craig how much. It has *way* more mass than what is necessary so I doubt that anyone will actually wear one out.

Thanks for the info. I still cannot PM Craig. He must be busy cranking out those flywheels... ;-)


I like the setup a lot, seems to work great. I can get into it all the way up to the marker in any gear and not slip the clutch, nor get the rattling I was getting from the stock setup. Now the neutral rattle will take some getting used to, but I am sure I will get used to it. Besides, it's a truck and I would rather have the power & performance (and rattle) than the quiet sound of the light-duty (stock) clutch/flywheel which I know won't last.


The reason I asked about PN#'s is because I assume the clutch disc won't last forever, and therefore at some point, I'll need to replace it and at that time, I would like to know (in advance, so I can get the parts before I tear into it) the specific part numbers of the kevlar clutch disc (other options if available), pressure plate used, etc. If Craig is still providing these when I need them, I would get the parts I need through Craig (assuming I can get a hold of him of course :-). If not, I would get them through wherever I can find em. But the key is, of course, knowing specifically (i.e. part numbers and/or specifics on measurements, spline count, etc) what to ask for, which is why I am asking.


Thanks,


Tim

I'm a new D'MAX owner and was just wondering how much the set would be?








02 DURAMAX SILVERADO 2500 CC AND LOVIN IT!

dual disk is about $2300 with the flywheel.


I'm pretty sure you can machine the hell out of the flywheel before needing to replace it. If you need to machine it I would go .020 because that is the size of 1 of the shims on the pressure plate stud, all you would have to do is remove one of the sims from each of the studs and machine the fly wheel .020 and it would be pretty close to what it was before as far as clamping pressure.


Don't know if I'm correct here but it's what makes sense.

I tried responding to this yesterday but the 'puter crapped my post http://www.dieselplace.com/forum/smileys/throw up.gif


Wade is correct about the price and the machining. There were 10 shims on each pressure plate stud. Added to the spacer below they measured to .80" for each stud. The each of three bolts that hold the floater plate to the flywheel have spacers and shims as well. Those shims are .010" each and I don't remember how many or how thick each spacer was. Do you, Wade? If you order a kit from CPMac be sure to ask him to send spare shims (and spacers?) just in case you lose one or (like happened to me) you get shipped short http://www.dieselplace.com/forum/smileys/smiley18.gif. I had make a steel washer stand in for 3 missing shims but it worked perfectly.


Tim,


I spoke with Craig about part numbers. Most of what he ships is custom made by him, or a machine shop or in concert. . . the pilot bearings, shims, and dual disk 12" clutch plates are "factory" parts and can be ordered (floater plate, also?). The flywheel uses GM gear ring but the rest is machined. The pressure plate is made for another application but is modified . . . . I feel lucky about the dual disks since the single ones only come from Craig (at least for now). http://www.dieselplace.com/forum/smileys/smiley32.gif


Craig is an honest guy and he will tell you what you need to know. . . he is just hard to get hold of except after he ships I have had no problem reaching him. http://www.dieselplace.com/forum/smileys/smiley4.gif

If I do recall correctly there were 9 shims on the floater. I don't recall how thick the spacers were but I imagine that you could machine the flywheel untill you run out of shims and you had to bolt the pressure plate to the spacers themselves. I do think this would have a possible impact on you petal engagement as you would be moving the pressure plate further and futher away from the throwout bearing. But the GM hydraulic system may compensate for the change on it's own but then the question would be how much will it compensate for???


Just my .02