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Frodo · 10-09-2008, 03:45 PM

Thanks.

Makes sense: reduce the weight of the flywheel, you lose some rotational momentum, so you're more likely to bog down the engine when starting out. Ditto when you disengage the clutch to shift---low mass, low momentum keeping things spinning, so it's gonna lose revs quickly.

My kid (a budding shade-tree mechanic) found an Excel spread sheat program that calculates HP gains with FW changes. He says he would need to know the weight (OEM and LWF) and the diameter of each as well. I know I'm being lazy, but anyone know these off hand?

10-09-2008, 03:45 PM	#13
Frodo Registered User Join Date: Mar 2007 Location: Ohio Posts: 1,999	Thanks. Makes sense: reduce the weight of the flywheel, you lose some rotational momentum, so you're more likely to bog down the engine when starting out. Ditto when you disengage the clutch to shift---low mass, low momentum keeping things spinning, so it's gonna lose revs quickly. My kid (a budding shade-tree mechanic) found an Excel spread sheat program that calculates HP gains with FW changes. He says he would need to know the weight (OEM and LWF) and the diameter of each as well. I know I'm being lazy, but anyone know these off hand?