Oh juste une vieille histoire quand j'etait jeune et un peu con con....
Oh juste une vieille histoire quand j'etait jeune et un peu con con....
La vie appartient à CEUX QUI EN PROFITE.
Envoyé par EVILZ
et maintenant t'es moins jeune
hmm...il faissait faire une remarque?Envoyé par EVILZ
Dit moi bogdan je vois sur ton profil que t'as déménagé sur Paris?!
La vie appartient à CEUX QUI EN PROFITE.
Oui, depuis quelque temps....
From our experiences we recommend the RPS flywheel (8,2 kg) which does not cause transmission noises. If you need an uprated clutch we also recommend RPS Sport Series, they offer two different friction disc types but both are sprung disc and engage smoothly enough for daily driving.
The effect of a light flywheel is great on the 350Z, even more when combined with our 3,9:1 final drive gear and ECU reflash. Cmpared to their price, these modifications are the most effective one can do on a normaly aspirated 350Z and they are stealth too for those who prefer to be incognito.
What torque can handle the RPS clutch kit?And about the disc, it's made from ceramic plates or organic?
RPS
Sport Stage-1: 540 Nm
Sport Stage-2: 660 Nm
Max Stage-1: 740 Nm
Max Stage-2: 850 Nm
Stage-1 features a full face organic disc, Stage-2 a six-puck semi-metalic disc, both are sprung for smooth engagement. "Max" series however requires much higher pedal effort compared to stock so if you need that big torque capacity we recommed to go with a twin-plate clutch (integrated flywheel design), for example Nismo, Exedy or ATS (Carbon). We can supply any of them.
Silo, what are exactly the benefits of such a flywheel, compared to the stock one ? I think it's not really clear for many of us...
Zambre powa !
If you don't mind to translate - I collected a few statements that describe it best:
A lightweight flywheel gives you more power when you are accelerating. It is more noticable in lower gears because the engine accelerates faster (1000 to 6000 rpm in a couple seconds in first gear vs. about half that RATE in second gear).
Once you reach a steady state engine speed you don't get any power gains. Of course you don't need much power if you aren't accelerating anyway.
When you are in the upper gears you get less benefit because engine acceleration is slower. "Engine acceleration" as I put it (not a real technical term like crank rotational acceleration) is calculated by the change in rpm's divided by the time it took to get that change in rpms.
Or just imagine yourself trying to spin a mill wheel by a crank-handle to a certain speed... the heavier the wheel is the more time it will take you to accelarate it and reach the desired speed.
And for the Z it just makes it feel like it was a lot lighter, especialy when you combine it with a shorter final gear (reduces all gear ratios).