I asked elsewhere - didn't really get a clear answer. Will this clutch make this much of a difference in the rev up/down?
http://www.youtube.com/watch?v=teEQtG4wiNE
Does anyone have video of this RPS unit installed so I can see the rev in relation to what I have OEM?
Yes both the RPS and Exedy will improve the rev up/down of the motor. I need to make a back to back video of the RPS vs. Exedy but the 10 extra pounds of the RPS dosn't really have a noticeable effect and delay over the lighter Exedy. You will
not get that kind of rev response of the 350Z (which with a mildly light flywheel have insane rev up/down) out of the NSX without doing more work than just the clutch to decrease rotational weight.
Hi,
as you compare both Twin Carbons from Exedy and RPS, can you also give us their weights, so we can know what wheight savings can we expect between themselfs and to OEM NA1 91-96 and NA2 97-05 ??
I know that the Exedy is one of the most light kits available for NSX (more only perhaps the Tilton's), but i don't know where RPS's fit in this matter...
EDIT:
the RPS info is on the first post...sorry for misreading it...
after a search i can come up with:
RPS weight = 26.5lbs = 12Kg
Exedy weight = 16.1lbs = 7.3Kg (don't know if it's with or without flywheel)
OEM single = 43.9lbs = 19.9Kg
OEM Twin = 35.7lbs = 16.19Kg
man...the Exedy one is light.... as i have a OEM Twin one, the weight savings difference upgrading
to exedy would be hugely higher than with the RPS: 9.2lbs/4.17Kg (RPS) vs 19.6lbs/8.8Kg (Exedy)
and as it is unsprung weight saved, it would make a huge difference in overall performance.
for this to be accurate, i would only need to know if the Exedy's weight is with or without flywheel
Thanks,
Nuno
Nuno, a clutch is
rotating weight and not unsprung weight. Reducing rotational weight is huge in terms of HP gain and response. An adverse effect of a lightweight flywheel like the Exedy is harder modulation when starting from a stop. The RPS has more mass (and stock far more than both) which greatly helps leaving from a stop. As I stated above, the Exedy dosn't rev much faster than the RPS and I will make a video of the two.
The Exedy's weight is WITH the flywheel.
Let's also add the SOS Sport Clutch and Flywheel at 20lbs combined, placing it between the RPS and Exedy in weight.
http://www.nsxprime.com/forums/showthread.php?t=129119
Thanks for Hijacking my thread. Vendors love it when people post links to competing products/vendors in their own thread.
I was actually looking into getting this clutch for my car, as my unknown aftermarket brand still survived after all these years... I still can't figure out what i have. (light pedal effort, but relatively fast engagement.)
but then now I learnt first-hand from Billy this clutch is on the FXMD car... and Vega$nsx 500+whp turbo; why am I dropping this in my light modified, stock engine nsx??
Any other reason I should consider this over the SOS ones?
What should I do....??
It's really up to you. Ryneen is tracks his NSX every month with a stock clutch and I/H/E/Brakes/R-comps. While he would have more whp and response from a lighter clutch, stock is holding up to his uses. A stock clutch costs too much IMO so I probably would go with a good aftermarket unit.
You've read the pros/cons of both the RPS and Exedy twin carbon. Both are excellent choices (and I have the Exedy in my personal street car with a stock motor that I daily drive and track occasionally) but the RPS has some advantages: power capacity, lack of chatter, minimal noise, easy on thrust bearings, easy to modulate (from friction material and weight), while revving very similarly to the lighter exedy and being at a better price point.
I don't have personal experience with the SOS clutch but it appears to be a beefier, lighter stock replacement with OEM friction material. I can't comment on the pedal feel but single disc clutches (including the later OEM unit) tend to be harder on the thrust bearings inside the motor. While it might not increase wear/damage to a noticeable degree (since later OEMs had single discs), heavier duty singles
tend to be harder on thrust bearings.
uhhhh... that's light... is it is lighter than the RPS Twin Carbon because it's a single clutch instead of a Twin?? and the flywheel also looks light... Chris, can you shed some inside info about this??
i NEED a new clutch for my car, as mine is the factory one and have 207.000kms (about 130.000mls). But i have a stock 3.0 engine and soon will remove OEM Headers+Exhaust and install Topspeed headers + Advance Titanium Exhaust + ARC titanium test pipes... it will increase the hp, but i don't think i would benefit of the extra grip the Twin Carbon's have, but i would definitly benefit of their lightness :wink: so, the lightest the better :wink:
and also the cost of the SOS over the RPS is something to consider, because even being able to get the RPS for $1999, it still is $500 more than the SOS one...so...concluding, SOS is cheaper and lighter and i also liked what Chris answered to me in his thread comparing the RPS's with the SOS's.
Nuno
You should ask Chris this on his own thread.
Yes a single disc has less components than a dual disc clutch, which is probably the leading factor why the SOS single is slightly lighter than the RPS twin carbon. Again keep in mind the difference in rev up/down between the Exedy and RPS twin (10lbs) is a fraction of the improvement the RPS has in modulation over the Exedy (due to additional weight and friction material design). If 10lbs is almost no difference in rev (and its hard even for me to tell), then you probably won't feel a 6lb difference.
Billy
