Can someone that knows please tell me the drawback of a lightweight flywheel? Are there any made that will fit NA2s? All I have found or ones for 5 speeds. Theoreticaly it should also change the way a car revs/sounds at least at idle. Correct? I searched at least 10 threads and really didn't find any conclusive answers.
Lightweight flywheels
- Thread starter TURBO2GO
- Start date
drawback should be that the idle can start to wonder a little bit, and easier to stall due to less moving mass..
positive: less mass to move = faster reving :smile:
positive: less mass to move = faster reving :smile:
Just go all the way. If you want your car to REV like a liter Superbike get this clutch and flywheel: http://www.daliracing.com/v666-5/catalog/index_browse_part.cfm?focus=686#tab1
You will need an NSX-R main shaft to install: http://www.daliracing.com/v666-5/catalog/index_browse_part.cfm?focus=1805
And if your going to do the transmission might as well add a GOOD LSD: http://www.daliracing.com/v666-5/catalog/index_browse_part.cfm?focus=1380
Another added benefit you can put a Factor X turbo on and hold your new 1000+ HP
You will have the NSX transmission of the Gods :biggrin:
You will need an NSX-R main shaft to install: http://www.daliracing.com/v666-5/catalog/index_browse_part.cfm?focus=1805
And if your going to do the transmission might as well add a GOOD LSD: http://www.daliracing.com/v666-5/catalog/index_browse_part.cfm?focus=1380
Another added benefit you can put a Factor X turbo on and hold your new 1000+ HP
You will have the NSX transmission of the Gods :biggrin:
I don't have direct experience with the NSX, but on a previous car I owned:
I was told that the car would stall sometimes if I free-revved the motor. The theory was that the revs would drop so fast that the ECU wouldn't be able to "catch" the revs from falling below whatever RPM threshhold that the car would stall at. This never happened.
I was told that the car would lose some drivability. The theory was that the momentum of a heavier flywheel helps keep the motor spinning while you're trying to minimally slip the clutch for a smooth engagement and start from a dead stop. I never experienced such difficulty.
Lastly, I was told that because the revs drop faster, that shifting smoothly becomes difficult because the revs drop too low while you shift. In other words, if it takes you two seconds to shift, and you're used to where the revs fall in the next gear, with the lightened flywheel, the revs fall drastically lower than what you're used to and you either have to learn to shift faster or kinda keep your foot on the gas a little to prevent the revs from falling too low. I got used to this during the first drive after the install by just shifting a little faster.
In my experience, though not on an NSX, the benefits of the lighter flywheel that you hear were all present with none of the bad things you hear ever becoming apparent.
Just my experience, another data point, my two cents.
J
I was told that the car would stall sometimes if I free-revved the motor. The theory was that the revs would drop so fast that the ECU wouldn't be able to "catch" the revs from falling below whatever RPM threshhold that the car would stall at. This never happened.
I was told that the car would lose some drivability. The theory was that the momentum of a heavier flywheel helps keep the motor spinning while you're trying to minimally slip the clutch for a smooth engagement and start from a dead stop. I never experienced such difficulty.
Lastly, I was told that because the revs drop faster, that shifting smoothly becomes difficult because the revs drop too low while you shift. In other words, if it takes you two seconds to shift, and you're used to where the revs fall in the next gear, with the lightened flywheel, the revs fall drastically lower than what you're used to and you either have to learn to shift faster or kinda keep your foot on the gas a little to prevent the revs from falling too low. I got used to this during the first drive after the install by just shifting a little faster.
In my experience, though not on an NSX, the benefits of the lighter flywheel that you hear were all present with none of the bad things you hear ever becoming apparent.
Just my experience, another data point, my two cents.
J
- Joined
- 18 July 2005
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Get a new clutch (which you are going to need soon anyway with your Comptech) AND lightened flywheel at the same time.
http://scienceofspeed.com/products/drivetrain_performance_products/NSX/RPS/
I had this setup on my 300ZX TT. There were no drawbacks except some chatter at times. The revs drop quicker during shifts obviously, so you'll have to shift quicker so you can catch them at the sweet spot and not jerk the car. No different than having to adjust your shifting when the air conditioner is on. :biggrin:
20 lbs of mass off the drivetrain is huge. I'd bet you'll see a significant freeing up of power. 10-15HP probably.
http://scienceofspeed.com/products/drivetrain_performance_products/NSX/RPS/
I had this setup on my 300ZX TT. There were no drawbacks except some chatter at times. The revs drop quicker during shifts obviously, so you'll have to shift quicker so you can catch them at the sweet spot and not jerk the car. No different than having to adjust your shifting when the air conditioner is on. :biggrin:
20 lbs of mass off the drivetrain is huge. I'd bet you'll see a significant freeing up of power. 10-15HP probably.
Exedy Hyper twin, all the way. Quick revs and puts the power to the street.
DJ
DJ
I don't have any direct experience on the NSX but the only real drawback I've experienced from lightened flywheels is that it can become more difficult to shift smoothly since rev's fall and increase so quickly.
I'm not sure if there are any direct replacement flywheels for the NA2 but there are several aftermarket clutches that have lightened flywheels which you can add to your car.
I'm not sure if there are any direct replacement flywheels for the NA2 but there are several aftermarket clutches that have lightened flywheels which you can add to your car.
Paul, its weight that the engine must rotate... inertia... rotational mass just like wheels... weight robs power.
What I don't want most of all is a stiff clutch... I did not like the one RPS equipped NSX I drove. I wonder if a light flywheel and stock clutch will be fine together.
What I don't want most of all is a stiff clutch... I did not like the one RPS equipped NSX I drove. I wonder if a light flywheel and stock clutch will be fine together.
Remember that it is not only the flywheel that is spinning. The complete clutch assembly inclusive of the flywheel affects the rotating of the engine.
For your car (1997-2005), there is no lighter flywheel available since Honda used a sprung "dual mass" flywheel on your car. This dual mass flywheel is designed to air in driveability. However, it is very heavy, expensive to replace, and difficult to resurface and "save".
Many customers with your year range prefer the RPS clutch since it is a direct bolt-on and includes a lightweight billet aluminum clutch cover and flywheel. You can see this here:
http://www.scienceofspeed.com/products/drivetrain_performance_products/NSX/RPS/
Other customers have prefered to convert their transmission to accept dual plate clutches (like the one here):
http://www.scienceofspeed.com/products/drivetrain_performance_products/NSX/ScienceofSpeed/clutch/
by installing the NSX-R input shaft which you can see here. As you see in the photos, it has two sets of splines to interface with the dual clutch disc design.
http://www.scienceofspeed.com/produ...ance_products/NSX/Honda/6spd_twinplateclutch/
For most customers, I'd recommend the RPS considering your car is a late model and supercharged. If you feel that the pedal effort is too high (and make sure you are comparing one of the newer BILLET PRESSURE PLATE models since they are lighter effort) the ScienceofSpeed clutch we offer will hold up to your power.
Hope this helps.
Cheers,
-- Chris
For your car (1997-2005), there is no lighter flywheel available since Honda used a sprung "dual mass" flywheel on your car. This dual mass flywheel is designed to air in driveability. However, it is very heavy, expensive to replace, and difficult to resurface and "save".
Many customers with your year range prefer the RPS clutch since it is a direct bolt-on and includes a lightweight billet aluminum clutch cover and flywheel. You can see this here:
http://www.scienceofspeed.com/products/drivetrain_performance_products/NSX/RPS/
Other customers have prefered to convert their transmission to accept dual plate clutches (like the one here):
http://www.scienceofspeed.com/products/drivetrain_performance_products/NSX/ScienceofSpeed/clutch/
by installing the NSX-R input shaft which you can see here. As you see in the photos, it has two sets of splines to interface with the dual clutch disc design.
http://www.scienceofspeed.com/produ...ance_products/NSX/Honda/6spd_twinplateclutch/
For most customers, I'd recommend the RPS considering your car is a late model and supercharged. If you feel that the pedal effort is too high (and make sure you are comparing one of the newer BILLET PRESSURE PLATE models since they are lighter effort) the ScienceofSpeed clutch we offer will hold up to your power.
Hope this helps.
Cheers,
-- Chris
My comptech clutch/flywheel revs as fast as my sportbike (IMHO). That's nuts.
A lighter flywheel will not increase your horsepower; the power/torque are determined by the displacement, headwork, cam, etc. The advantage of the lighter weight just allows the engine to pull thru the revs a bit easier/quicker, and when entering corners will aid braking because the "flywheel" momentum falls off faster, and the engine friction/compression will slow the car down to a greater amount. Light flywheels are great once underway, but also can make starts a little harder, because you don't have as much stored energy in the spinning parts, and the engine tends to bog down. The little car in my avatar almost needs a burn-out to keep from stalling, as the flywheel clutch package are under 10 lbs. I'v had them on many street cars, and loved them.
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