Clutches with marginal torque rating also tend to slip on hard throttle upshift (shift overlap), so it's not just launches. When extra slip occurs, power is turned into heat instead of "thrust".alpineblue said:dinan's stage 2 flywheel claims a 26.9 lb reduction in weight vs the stock flywheel. uuc claims 13.5 lb reduction weight for the entire clutch assembly. does anyone know what the net weight of the dinan assembly would be? i am presuming you stay with the factory clutch and pressure plate with dinan's flywheel. what is the weight of the factory clutch and pressure plate relative to uuc's? i am trying to determine the net weight savings of dinan's set up. i will contact them too--but thought i would start here.
i don't work my car hard off the line--so having a larger clutch set up ala uuc may not be that important (but i could be wrong?) but from a 5 mph roll i can see where dinan's light flywheel would make a significant difference. i know this clutch issue has been discussed many times--but i don't recall reading about the net weight of each set up.
Dinan stage 2 is 27lb lighter than stock (assuming typical 9-5/8" clutch). UUC 11" unit is 13 lb lighter than stock. Isn't the difference = 14 lbs?
I would not be looking for the lightest flywheel & clutch combo for a 2 ton luxury car. A featherweight setup with aggressive race disk compound, elevated clamping forces and low inertia will result in poor driveability and high rollover. Engine RPM will drop like a rock when you're trying to launch gently on the street. IMO, the Dinan stage 2 flywheel and small clutch belongs in a 2700lb dedicated M3 track car.