Here's the flywheel dilemma with a clutch that engages too quickly...
...heavier flywheel stores more energy meaning less bog, but easier to break parts and harder to hook the tires. Engine gains rpm slower.
...lite flywheel stores less energy meaning more bog, but less likely to break parts and easier to hook the tires. Engines gains rpm faster.
A clutch better matched to the combination will have just enough capacity to hold in high gear at the engine's torque peak, which allows it to initially slip more when the clutch is dumped. This softer engagement results in less bog, less likely to break parts, and easier to hook the tires. This allows you to "have it all" by choosing a lite flywheel without incurring the nasty bog that would usually come with it. There are a couple problems with this though-
...the trial and error process to find just the right balance of "clutch vs power" for your combo can be expensive
...any significant increase in power will upset your "clutch vs power" balance
If you are a nitrous user, this basically means you must compromise your NA potential in order to still have enough clutch capacity to handle the spray.
To address this issue on my nitrous street/strip car, i came up with a simple way to easily adjust how hard the clutch initially hits.
...allows you to easily adjust the hit of the clutch to suit either NA or nitrous hits
...allows you to enjoy the benefits of a lite flywheel without fear of a bog
...allows you to choose as low of launch rpm as you want (no-prep anyone?) without fear of a bog
...allows you to choose a clutch with excess capacity, leaving room for future growth without incurring the penalties of too much clutch capacity.
We make your non-adjustable clutch...ADJUSTABLE!!!
Last edited by weenburner; 02-12-2016 at 01:29 PM.