Mazda dual mass flywheel 3.

This is not a new invention at all, but it has recently appeared in diesel engines and can cause a lot of problems for users. Principle of operation (for the user) is simple: the engine is quieter anyway “jumps” (less vibration transmitted to the wheels, steering wheel etc). Two different rotating masses “tense” they are a flexible connector, which, depending on the momentary vibration, transfers it to the other wheel with a delay. Theory of beauty, action also only – as practice shows – quite unreliable. However, you can learn a few rules to effectively extend the life of this rather expensive element (2-4k pln!).

The greatest vibrations resulting from “jerking” crankshaft are in the range of up to 1500 rpm and therefore we try to avoid this rpm range while driving. Accelerating or driving on the road or “limping” the best way around the city, to take place in the range of 1800-2800rpm (just indicatively). Of course, starting requires lower revs (known, 1-2-3 the gears in the M6 ​​overlap quite a bit “narrowly” and it's practically impossible “to omit” 1500 rpm without entering 3000 rpm in the previous gear). Of course, sometimes there is no point in sawing the car in first gear, since we're stuck in traffic jams for... 10 minutes at a speed of 25 km/h – then you need to have 1200rpm in 3rd gear…

However, the point is not to overload the engine/dual mass flywheel in the lower rev range (I guess, If someone drives very dynamically, the language doesn't bother him). Unfortunately, a side effect is higher fuel consumption because the most efficient range of a diesel engine 1200-1800 is severely limited.