Stopsign32v

iTrader: (1)

A lot of it has to do with the material of the disc. We will say undersized is the same as underrated, as I assume this is what we are talking about vs actual physical size. Think of what I'm talking about as sprinting one direction and then changing directions and sprinting back on say, an industrial floor. When you stop and try and change directions the slightly slipping of the clutch is the same as your shoes sliding slightly on the floor as you are changing direction. Now try the same thing on office floor carpet where you do not slip. The force your legs feel would be the same your transmission would feel.

An extremely successful clutch in the domestic world is a dual friction clutch which has something like organic material on the pressure plate side and Kevlar on the flywheel side. However one major thing Domestic cars have going for them (kinda) is the whole setup is larger, thus allowing for less clutch to do more work. However larger = more rotational weight.

With that said I really would like to explore light weight flywheels on turbo setups within the Honda setups. I know most here will say stock is best but I really would like to see proof of this.

LightningTeg

I didnt really notice a difference going from 11lb ACT to stock.

Schister66

Neither did I.

First setup was an ACT 11lb steel fly and Exedy Stage 2 on a turbo stock block - next setup was resurfaced LS Fly w/ CC4 on built motor. I didnt notice any appreciable difference, but then again, the setups were drastically different. Clutch engagement and drivability was similar on both setups.

Stopsign32v

iTrader: (1)

Less is always good from a performance standpoint (given that it doesn't effect spool up). Then again I've never been in a turbo v8 that light weight didn't HELP spool up. No idea about 4 cylinders though.