What does the dual-mass flywheel of Wuling Hongguang S mean?
4 Answers
The full name of the dual-mass flywheel is dual-mass flywheel. The dual-mass flywheel is located between the engine and the transmission, and its main function is to store the energy and inertia outside the engine's power stroke; the four-stroke engine only has one power stroke, and the energy for intake, compression, and exhaust comes from the energy stored in the flywheel; the balance of the engine mainly relies on the balance blocks on the crankshaft, and single-cylinder engines specifically have balance shafts. The structure of the single-mass flywheel and dual-mass flywheel in Wuling Hongguang is different: The structure is equivalent to dividing the traditional solid flywheel into two parts. One part is called the first mass, which is used to compensate for the engine's inertia; the other part is called the second mass, which is used to increase the transmission's inertia; the two parts are not rigidly connected internally, but through elastic elements with damping effects (such as curved spiral springs or other types of damping elements), the impact of engine vibration on the vehicle's driving force can be significantly reduced without the need for a clutch plate with a torsional damper. The combination of the single-mass flywheel and dual-mass flywheel in Wuling Hongguang is different: Compared with the combination of an ordinary solid flywheel and a damping clutch, because the DMF has more space, the springs are easier to arrange, and the damping effect is more excellent, almost completely isolating the engine's vibration from the transmission, especially providing excellent filtering for the unstable movement of the engine at low speeds.
When I first got acquainted with the Wuling Hongguang S, I was also curious about what the dual flywheel was. It actually refers to the dual-mass flywheel design inside the engine. Unlike a traditional single flywheel directly connected to the crankshaft, it's divided into active and passive parts with a spring damping system in between. The vibrations generated by the engine operation are buffered by the springs, making a noticeable difference when driving—gear shifts are much smoother, the steering wheel doesn’t vibrate harshly at low speeds, and you hardly hear any clattering noise inside the car. Especially when fully loaded and climbing hills, where ordinary cars would jerk and rattle, this vehicle maintains much more stable power delivery. However, the more complex structure does make it more prone to malfunctions; a fellow car owner I know experienced abnormal noises due to broken springs.
Last time when helping my cousin pick a used Wuling Hongguang S, I specifically researched the dual-mass flywheel. Essentially, it acts as a damper that separates the engine crankshaft from the clutch, like placing a rubber cushion between them. The most noticeable difference is during takeoff at traffic lights—traditional vans often jerk and hesitate, but this car's power delivery is as smooth as butter. The effect is even more pronounced on rough roads, reducing vibrations transmitted to the seat by at least 30% when hitting bumps. Of course, the downside is that you can't casually modify the clutch disc. My friend's repair shop warned that aggressive starts under heavy loads can prematurely fatigue the internal springs.
As a seasoned driver who has owned three vans, I think the dual flywheel is the smartest design in the Hongguang S. When disassembled, it's essentially two interlocking flywheel discs with curved spring sets sandwiched in between, working on a principle similar to Tai Chi's 'using opponent's force against them.' Delivering parcels in the city is most annoying with frequent starts and stops. With other vans, my right foot had to tense up to control the clutch, but now just a light lift of the left foot makes the van start smoothly. It's even more noticeable on the highway—even after 3,000 RPM, the engine sound remains solid without scattering. However, a mechanic told me this part is expensive; replacing an original part costs almost half as much as a transmission. Fortunately, it rarely fails under normal driving conditions, even after 200,000 kilometers.
