Sonic was just dropped off at SPEC!
- Thread starter MPFab
- Start date
Here are some pictures of the two flywheels. Both are extremely high quality.
Steel. 16lbs
Aluminum. 10lbs
I'm still waiting to get the car back from them with the steel flywheel installed. It should be ready today. However, I've got so much going on here, I may not be able to go get it until tomorrow.
Steel. 16lbs
Aluminum. 10lbs
I'm still waiting to get the car back from them with the steel flywheel installed. It should be ready today. However, I've got so much going on here, I may not be able to go get it until tomorrow.
With the stg 2 combination(sprung hub/Kevlar facing), the car drove extremely well. I was honestly shocked at how easy it was to drive given that they removed 60% of the weight(stored inertia) off the flywheel. The only draw back I could tell was the audible gear rattle that comes with removing a bunch of weight off the flywheel. This happens in neutral with the clutch out, accelerating away from a stop, lugging the car in a taller gear, and during deceleration while still in gear. The weight and construction of the stock flywheel acts to dampen engine pulses that would otherwise cause you to hear the gears in the transmission rattling against each other. It gets more pronounced in neutral when the A/C cycles too. To me, it wasn't very loud. I've driven other cars with more gear box noise, bone stock, than what I heard in this car with the 10lb flywheel in it.
That being said, I could see it bothering some people. There is ZERO drivetrain noise with the stock components, and coming from that to this may drive some people batty. Again, I would not consider it loud, but it is almost always present. I have stock engine/trans mounts too. Anyone with aftermarket mounts would get a larger dose of cabin noise for sure.
I'm excited to try out the 16lb steel unit. There should be a large reduction in gear rattle. I honestly do not expect to hear much if any. Performance should still be quite lively too with the 36% reduction in rotational mass it offers.
STAY TUNED!!
That being said, I could see it bothering some people. There is ZERO drivetrain noise with the stock components, and coming from that to this may drive some people batty. Again, I would not consider it loud, but it is almost always present. I have stock engine/trans mounts too. Anyone with aftermarket mounts would get a larger dose of cabin noise for sure.
I'm excited to try out the 16lb steel unit. There should be a large reduction in gear rattle. I honestly do not expect to hear much if any. Performance should still be quite lively too with the 36% reduction in rotational mass it offers.
STAY TUNED!!
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$ub$onic
The Sticker Guy
I was quite surprised too. No more difficult to drive than stock. Just noisier.
Kevlar is forgiving too. A puck style disc would effect the drivability because of how grabby it is. Kevlar is buttery smooth.
The stg 2(Kevlar) is rated for 330lb/ft tq so I don't see ever needing a puck set up.
Preloader
The M32 Martyr
I got the car back yesterday. Really pleased so far with the clutch. The Kevlar requires an extended break-in so it will be a little bit before I can really beat on it.
The steel FW removed 95% the noise I heard with the aluminum FW. At idle with the clutch out(in neutral) you still get a similar rattle to the aluminum FW(slightly reduced), however, I did not hear any noise upon leaving a stop, accelerating through the gears or lugging the car in a taller gear. For all intensive purposes both the 10lb aluminum and 16 pound steel FWs drive just like stock. With the slow response time programmed into the throttle, there doesn't seem to be much of a difference between either option just free revving the car in neutral and this, I believe accounts for how much like stock they drive. Often, a lightened FW can be a pain to drive because of how quickly the RPMs shoot up when trying to modulate the clutch from a stop. The dumbed down throttle response really seems to help here. The smoothness of the Kevlar during engagement is also a major factor.
The SPEC clutch has 2,200lb clamp load pressure plate, and 8.5" Kevlar disc can handle 330lb ft of torque. I do not expect to ever need a puck clutch with that kind of rating which makes me very happy. The last thing I wanted in my daily was a grabby, unforgiving clutch. I'm too old for that crap.
The steel FW removed 95% the noise I heard with the aluminum FW. At idle with the clutch out(in neutral) you still get a similar rattle to the aluminum FW(slightly reduced), however, I did not hear any noise upon leaving a stop, accelerating through the gears or lugging the car in a taller gear. For all intensive purposes both the 10lb aluminum and 16 pound steel FWs drive just like stock. With the slow response time programmed into the throttle, there doesn't seem to be much of a difference between either option just free revving the car in neutral and this, I believe accounts for how much like stock they drive. Often, a lightened FW can be a pain to drive because of how quickly the RPMs shoot up when trying to modulate the clutch from a stop. The dumbed down throttle response really seems to help here. The smoothness of the Kevlar during engagement is also a major factor.
The SPEC clutch has 2,200lb clamp load pressure plate, and 8.5" Kevlar disc can handle 330lb ft of torque. I do not expect to ever need a puck clutch with that kind of rating which makes me very happy. The last thing I wanted in my daily was a grabby, unforgiving clutch. I'm too old for that crap.
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