Honda CRV Clutch Failure

harveybobbles

The joys of modern diesels! People STILL buy them "for the economy" but fail to see past the high repair costs with DMF's and DPF's etc...! Oh well...

marlot

harveybobbles wrote: »

The joys of modern diesels! People STILL buy them "for the economy" but fail to see past the high repair costs with DMF's and DPF's etc...! Oh well...

Petrol cars are heading the same way now, as they are developed to meet the latest EU standards

reduceditem

Old version CR-V's are more reliable (HRV's even better), except they do need ball joints replacing regularly.

CvPiper

I have a 2.2 CDTI Civic, it is also running 330 lb ft of torque / 200 bhp and the clutch etc are fine. But it is not abused in 1st or 2nd - I really think it comes down to how you drive, and the tye of driving. I assume all your are standard 136 bhp CDTI, which can kill DMF and Clutch, but only dependant on driving.

hugo5

Read this thread with interest. The clutch on my 05 CRV ictdi has started slipping at 2000 rpm (max torque revs?) after only 110000 miles. I am a careful driver so this is upsetting. Also the master cylinder has squeaked from 50K. Honda said this is not a problem and doesn't affect the performance, but it sure as hell annoys the driver! Getting quotes a the moment but it looks like a grand.

anotherbaldrick

hugo5 wrote: »

Read this thread with interest. The clutch on my 05 CRV ictdi has started slipping at 2000 rpm (max torque revs?) after only 110000 miles. I am a careful driver so this is upsetting. Also the master cylinder has squeaked from 50K. Honda said this is not a problem and doesn't affect the performance, but it sure as hell annoys the driver! Getting quotes a the moment but it looks like a grand.

The DMF has a friction slip ring between the two halves of the flywheel to accommodate torque forces beyond the capability of the unit , this can wear over time and allow excessive slip.

DMF see also. http://www.honestjohn.co.uk/faq/dual-mass-flywheels

norman1944

We bought our 2007 Honda CRV as a second car with 12000 on the clock. Today in March 2011 it has just over 19000 on the clock. We've had it serviced regularly by a Sunderland Honda Dealer . Recently the clutch started slipping..
I got intouch with Honda UK and they told me it ran out of warranty in Oct 2010. Surely Honda should do something about this because of the low mileage. I've been an Engineer & know clutches last a lot longer than this one unless its been abused. I'm a pensioner & we've had dozens of cars in our lifetime & have never had a clutch fail at such a low mileage. I think this is a common fault & under engineered therefore Honda's fault.

jase1

Nice video explaining how DMFs work:

http://www.youtube.com/watch?v=YnaXB8q3uzQ

atrixblue.-MFR-.

people with modern vehicles, you cannot rest your foot on the clutch pedal, any movement of the clutch pedal DOES engage the hydrolic system inturn engaging the clutch, not like old cable systems you could get away with it. holding on the bite for too long or engaging the clutch at a traffic light whilst in first ready to pull off puts extra pressure on clutch system. many will and have said ive never had a clutch fail on me in 100 years of driving, but if this is your first modern vehicle driving it the same way clutch wise as to older vehicle will shorten the life of the clutch increase fuel usuage also theres no room these days to get away with resting your foot on that pedal. i dont do it change off pedal change off pedal neutral at traffic lights foot off pedal, on a hill start clutch in bite on for a fraction and all way out foot off pedal cant just hold it and wait for trafic to flow by it will be burning.
DMF's are a no brainer, shouldnt of really been implemeted in cars at all but thats my opinion, i would rather seek to convert back to a normal flywheel.

jase1

But surely changing to a standard flywheel brings with it its own troubles?

There's a reason that DMF is in there. Modern diesels output a *lot* of torque, and do so in pulses. The DMF smoothes these out. Take the DMF away and these vibrations are distributed around the rest of the drivetrain -- putting more strain on the gearbox as well as feeding back up to the engine, putting pressure on the crankshaft, engine mounts etc.

The DMF is, in effect, a sacrificial part that is used to compensate for a fundamentally unbalanced design. It's a fudge, and fudges rarely end well. The same is true of DPFs.