Im on my350z.com and on there there have been numerous pages on races vs. G35's. Vlad, (klubbheads) decided to race one of the guys. He has intake, headers, test pipes and FULL tilton setup. obviously he beat vlad by about 1-2 carlengths with his mods. this guy states however that he gained NOTHING from the setup and actually loses power in higher speeds. also mentions he got better 1/4 mile times with a slipping clutch. i just want to verify if this is total BS or not?? help me out

heres the link
http://my350z.com/forum/showthread.p...94#post2377994

 

Didn't read through that entire post but what exactly is this "Tilton Setup"?

 

its the full clutch and flywheel. supposed to be one with most improvement

 

Just like how the guy said he gained 28 hp from just test pipes. I keep telling him to post that proof with before and after dynos and he doesn't seem to be doing it. That Sakred guy has no clue what he is talking about. Some of you guys need to jump in there and get on his case.

 

i heard the light weight clutch and fly setups dont help for dragging at all.

 

The clutch/flywheel helps for acceleration but will not show any power gain on a dyno.

 

How does a lightweight flywheel improve performance? A transmission can be thought of as a fulcrum and lever in a car. First gear has a really long lever; second gear has a shorter lever, etc. The lever represents the mechanical advantage that gears give your vehicle. When your car is moving, you have two factors that are present during acceleration, one is driveline losses, which are constant and the variable, which is vehicle weight and the mechanical advantage supplied by each gear. While changing to a lighter flywheel will give the user little to no changes on a dyno, the apparent changes are quite dramatic due to the greater mechanical advantage. Consider these made up figures for consideration: Drive line losses, 45 pounds and vehicle mass (weight) at the driveline (remember your gear's mechanical advantage reduces your actual car weight). We know that within reason, vehicle mass is a constant. Now imagine if you reduced the driveline loss from 45 to 35 with the use of a lightweight flywheel. Since the engine has less drivetrain losses to compensate for, this means the "gained" horsepower can be applied to moving the vehicle mass. Using mathematics, one can realize that the higher you go up in gears, the less effect that a lightened flywheel will have to the overall equation.

Are there any downsides to a lightweight flywheel? While the performance characteristics of a lightweight flywheel seem to be the perfect solution, there are compromises:
a. Low end performance is affected. This usually means that higher revs are necessary for smooth starts due to the reduced rotational mass. For drag racers, this can be a BIG issue.

 

There are significant benefits of an lightweight aluminum flywheel over a factory dual-mass flywheel. Though a lightweight flywheel does not create additional horsepower, it does allow the engine to more rapidly transfer its power to the drive train. A lightweight flywheel allows an engine to have quicker throttle response due to its reduced mass. By reducing rotating mass, the engine revs quicker under acceleration. This reduced mass equates to improved acceleration.

 

I can see how a light flywheel and stiff clutch might hurt 1/4 times. Because it becomes more difficult to launch the car off the line as the FW gets lighter and the clutch gets stiffer