I do!!!
Folks, the DMF is not new by all means. This has been used in Europe for many many years. The 1987 6. 9 and 7. 3 Ford trucks were introduced with the Valeo drive train to the US and for the most part, when failure did occur, it was due to a couple of reasons, overloading the truck, bad engine performance i. e. bad injectors, etc. Also, the original design carried an 11" clutch so Valeo made a replacement unit flywheel/clutch, to move it to an 11 7/8". In 1994 they came out with the PowerStroke and made a heavier duty flywheel that supported a 12 1/4" clutch. Again, I saw many of these trucks get lots of miles out of the flywheel and clutch unless there was engine problems or too heavy of work loads. In 1999, when Ford went to the 6 speed, they went to a solid flywheel and tried to build a heavy duty spring loaded disc. This failed miserably. The disc springs broke out in short periods of time, especially with them heavy haulers. In 2003 Ford made the 6. 0 diesel and went back to the dual mass flywheel for the F250s and 350s and offered a solid flywheel system for some of the 350s, 450s & 550s. From day 1 none of the clutch systems could handle horse power or torque inhancements. This is obvious, the manufacturer builds to clutch system to handle the stock power. Now Luk came along and designed a solid flywheel replacement package for the Ford industry. This happened in the late 1990s. The units worked fine but would exhibit some drivetrain noise due to the lake of the dampening dmf. Did the transmissions start failing? No they didn't. But the clutch systems would not hold more then 300 hp, that's where we came in. The clutch for the Ford that Luk designed is actually a replica of the system Dodge uses with the 5. 9 Cummins. The Chevy 6. 5 in the early 1990s supported the Valeo designed clutch and flywheel. Again, it was fine for stock applications but any engine problems, enhancements to the torque, or overloading caused premature failure. Luk became very powerful in the industry with their solid conversions and got the OEM for the 6. 5 Chevy. The solid flywheel and clutch packaged designed for the 6. 5 failed miserably. The spring loaded clutch disc fell apart in short time. We converted many trucks back to the dmf. Luk then, in the mid 2000s, got the OEM for the Ford 6. 0, the Chevy Duramax and remained the OEM for the Dodge Cummins. Now, here's the company famous for the solid flywheel conversion now desided to put dmf in all of it's trucks. Most of the Duramax dmf fail within 30-40,000 miles and they have been scrambling to revamp the dmf. The Ford 6. 0s, same thing, put any horse power to the truck and she's toast. Now the Dodge. Folks, this transmission was used in Europe with the mid-sized Mercedes Benz trucks in the mid '90s as a test unit. It could not stand up and was dropped. They decided to bring the transmission (G56) back to market in the smaller truck i. e. Dodge Turbo Cummins Diesels. I believe their thinking was, smaller truck, less stress. The OEM manufacturers could care less about engine enhancements. The system is built for the power offered by the truck. In my opinion, if you leave the truck stock, keep it tuned, don't overload it, the system should last a good long time for you. There are also many passenger cars today being built with the dmf, Corvettes, Porshes, VWs, even Hyundai Tiberons, and many more. Again, everything works fine when the vehicle remains stock, once the horse power and torque is amplified many of them start to fail.
Back to the main topic, (please Tim, don't take this wrong) but I am not counting on or asking Tim to be a person to report back to the TDR forums with the results from ourselves and Blumenthals. I, along with Blumenthals, will together report our findings. There will also be an up and coming article in the TDR magazine. Folks, it was not like I had a dozen people offering their trucks for this type of work for me to chose from, I have thrown many leads out to see if someone would step up to the plate. Tim was the only one. Therefore, if and when something is designed, of course, it will be free to him. However, I am not about to automatically slap a solid system in his truck and wait to see what happens. This is the reason for doing the work at Blumenthals. I will have the experts in the transmission field, along with myself, going through the transmission to see if it will support such actions. I want to stress very loudly here, STOP THE BICKERING. If you leave your truck alone, for the time being, the system WILL perform fine. Our goal is to find out how far it can be pushed and what can be done to improve, if needed. Think about it. None of the transmissions, automatic or manual, dealing with torque converter or clutch, has been able to handle torque enhancements to a degree. What makes anyone think this setup will? It won't. Possibly mild enhancements but nothing major. I am not only doing this for you, or for us, but also for the companies that build the power modifications.
I hope this helps, and again, I will personally report back mid September.
Peter
Attention: TDR Forum Junkies then DROVE it for about 2 years and 25,000 miles on the STOCK drivetrain,
Scroll on. 
