Performance-Zweimassenschwungrad für 2.0L TFSI EA113 & 2.5L – 3 zusätzliche Schrauben

Eine Sonderedition für den Renneinsatz der EA113- und 2,5-Liter-5-Zylinder-Motoren mit 3 zusätzlichen Bohrungen an der Kurbelwelle für eine verbesserte Drehmomentübertragung und zur Vermeidung von Ausfällen der Kurbelwellen-zu-Schwungrad-Befestigungsschrauben.
Um dieses Schwungrad voll auszunutzen, müssen 3 zusätzliche Bohrungen in die Kurbelwelle eingebracht werden, es kann jedoch auch nur mit den 6 OEM-Bohrungen montiert werden

*Wichtig* um Ihre Kurbelwelle zu bearbeiten (fräsen), müssen Sie sie an unseren Hauptsitz einsenden.

Das weltweit erste DSG DQ500 Chromoly-Zweimassenschwungrad bietet hohe Performance, beste Langlebigkeit, verbessertes Ansprechverhalten des Motors und ist mit absoluter Präzision gewuchtet.

Presentation and Benefits of the RTMG PERFORMANCE Dual-Mass Flywheel

Another innovation in DSG automatic transmission systems from RTMG PERFORMANCE. The benefits of a dual-mass flywheel compared to the previous generation single-mass flywheels are significant. The importance of having two masses in the flywheel lies in smoothing out the explosions created by the combustion of the pistons during the third stroke of ignition.

In a five-cylinder TSI or TFSI engine, there are four powerful combustions in a full cycle of 720 degrees (two rotations), corresponding to the engine's power output. These piston explosions, which generate a reciprocating motion, are transformed into rotational motion through the crankshaft, and this motion is then transferred to the flywheel. The dual-mass flywheel acts as a damper for these vibrations. Through its springs, it prevents the peak combustion forces from being transmitted to the gearbox.

By smoothing out these forces, smooth power transmission from the engine to the gearbox is achieved, leading to longer component life and preventing the gears from wearing out. The manufacturer designed the dual-mass flywheel for the DQ500 gearboxes to handle up to 750Nm of torque for daily use.

But what happens beyond that? When the torque exceeds 750Nm, the springs inside the factory flywheel reach their limit, and the combustion forces beyond this point hammer the entire drivetrain—from the crankshaft and bolts to the gears, axles, and finally to the tires. The factory flywheel was not designed to handle hybrid or big turbo setups, slick tires for launches, or 10,000 RPM.

Als Performance-Enthusiasten und nachdem wir in unserem eigenen 2.0 TFSI Rennwagen wiederholt Probleme mit den DQ250-Getrieben hatten, beschlossen wir, eine Lösung zu finden. Unsere Ingenieure verfolgen den Ansatz, etwas zu entwickeln, das die Performance durch bessere Mechanismen und Materialien steigert. Bei dem neuen Schwungrad, das wir konstruiert haben, haben wir die Messlatte in Bezug auf Qualität, Haltbarkeit und Lebensdauer hoch gelegt, sodass es Drehmomente von 770 Nm bis 1200 Nm bewältigen kann. Es wurde in unserem eigenen Rennfahrzeug getestet und entwickelt.

Proof of its success? We managed to break the European record with a 7.49-second run using a 2.0L TSI engine, reaching nearly 310 km/h at Santa Pod Raceway in England in 2022. This achievement motivated us to further invest in this product, as it ensured smooth operation without damage to the transmission, leading us to become European champions.

Our latest version is made of high-strength chromoly steel (42CrMo4), and the splines undergo thermal treatment for maximum durability. The springs are twice as strong as the factory ones, but the key improvement is the progressive spring design. The initial springs are softer, allowing the flywheel to operate smoothly at lower loads. Another advantage over the factory flywheel is that ours is modular, meaning it can be serviced or upgraded for even more torque if needed.

The new floating design prevents the springs from contacting the moving masses, ensuring smooth operation and longer lifespan of the assembly. For those seeking ultimate performance, every component is dynamically balanced to 0.01G, and the overall weight is 20% lighter than the factory flywheel. Additionally, the internal Teflon components make our dual-mass flywheel more stable at high RPMs, preventing resonances and lateral vibrations.

Another very important advantage of our reinforced flywheel is that, since the reinforced springs do not fully compress under higher torques compared to the factory ones, it prevents the bolts between the flywheel and the crankshaft from breaking, as all the impact forces are absorbed by the reinforced springs. The springs operate in a lubricated environment, ensuring that the entire assembly works harmoniously during accelerations and decelerations, whether in racing conditions or daily use.

Willkommen bei der nächsten Generation von Performance-Produkten von RTMG PERFORMANCE.