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weekend racer
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This is what it looks like in one piece for thread reference.

133148
 

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Discussion Starter #29
This is what it looks like in one piece for thread reference.
Yes, I have a remanufactured DCT already waiting in the sidelines. The teeth should be square like in your pic, and many of mine are broken or pointed. Looks like catastrophic failure of the dual mass flywheel... and had the dealer torn it apart (for $7000 plus labor) the flywheel would have been an additional $2k. So far I have around $2.3k in parts, and a few hours of labor... most of the time is spent finding the parts online and getting them. The flywheel is coming from the UK for about $400 in 2-3 weeks. The remanufactured DCT came from Wisconsin for $1600. While everything is apart, I am replacing worn and broken items like ball joints, brakes, radiator support, and missing under-car trim panels. My last hurdle will be the programming/re-learning of the computer. A hack GDS is available around $200.. hopefully that will be the last piece to this puzzle.
 

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Discussion Starter #30
Anyone know the tightening torque specs for the flywheel? I thought it was 40 footpounds... but that seems kinda whimpy. I've looked for hours, and it's not in the "service manual" I have... in fact there's nothing about the engine at all.
 

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weekend racer
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Sounds about right. I can consult the veloster manual later tonight.
 

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weekend racer
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kdmtuners clutch install for veloster turbo 46 minutes in


flywheel bolts on manual are 55lbft in a star pattern with a little red loctite

clutch plate bolts on manual are 22lbft in a star pattern with a little blue loctite


not sure if this will work for you but these are the values for manual.
 
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Discussion Starter #35
Nearing the home stretch... can someone confirm a GDS is REQUIRED to re-learn/reset the shift points? I have researched endlessly online, and the documents with the bootleg machines don't list any year veloster as it being required. Since the service manual says it is a requirement to be reset, I tend to believe it, but if none of the machines support the V, does it even need to be done?
 

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Discussion Starter #36
Maybe some re-qualification is required... I know a GDS is required to access the logics... my question is does the V need to be reset at all on the DCT swap?
 

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Discussion Starter #38
Signs of life!! - After a long haul of covid quarantining, waiting on bolts and other broken parts, and working as I had spare time between work and life, I wrapped up the mechanical part of the swap, and just had to try it out! Pulled forward and reverse in the garage a few times without problem (before the swap it would not engage at all) - so signs are positive. No odd noises - smooth transition between P/R/N/D - no jerking or noise, so I drove out into the street, and reversed to turn around... but after, it would not go into drive :(. An E was present instead of the standard P/N/R/D on the indicator... so I figured the trans was just confused. Pushed into driveway and unplugged the battery to reset ECM. Got back in and immediately pulled into the garage under it's own power. Now it is my mission to find my old laptop to install the GDS software for proper reset/programming. Hoping this is the reason for the hiccup.
 

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2012 Veloster NA, 71 VW Type 3 Fastback, 70 VW type 3 Fastback, 2011 TDI Sportwagen
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You're pioneering something most veloster owners wouldn't attempt and tech info hasn't been exactly handed out by hyundai.

Keep up the good work, my '12 has 114k on the original DCT and 44k since i swapped for liquimoly gl-4 gear lube. So i imagine mine is due for detonating based on all the info i've gathered on their lifespan.
 
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