Pretty sure the ratio of unsprung vs sprung weight is close to 1:4.

So for every 1lb of unsprung weight removed is almost equal to removing 4lbs of sprung weight.

 

Ur butt dyno will feel something. But dyno the care stock vs little bolt ons with the DE, it's not that impressive. U don't get a lot until u tune for it afterwards. Oh coarse u feel something., **** I put a new shift **** on the car and I think its faster mind over matter

 

I vote for lighter wheels.

 

 

If you want to measure the difference of stock vs lighter wheels, go to the track and compare time slips

 

Small wheels = lots of tires to choose from. I don't think you'll notice the gains other than dyno gain #'s...

Gluck!

 

I vote full exhaust. Less weight, better sound, some performance.

 

I found some comments I made on another site shortly after I got my SSR's (~16lbs each)


I also found a post I made about bringing my test and tune times down from 41.9 to 41.6 after installing the wheels.

 

THe relationship between weight, horsepower and ET? Someone smarter than me has figured it out: http://www.wallaceracing.com/Calculators.htm

 

Lighter wheels will go along way. more so than the spacer and exhaust imo. besides, i forgot what tuner mag it was but they kept stock sespension, switched to Lighter wheels (rpf1's acually) and hotchikis sways and pulled a G on the skidpad.

So all in all Wheels is they way to go. Those were the only two supporting mods, rpf1's and hotchkis sways.

 

I am studying mechanical engineering and can confirm that unsprung weight and sprung weight are completely different... not sure what the ratio is... also when talking about tire weight, the difference cant be measured by a simple ratio, when removing weight off of a wheel, the weight difference increases exponentially as speed increases... this is because it is a rotating mass...... the faster you go, the more difference will be felt basically.... loosing unsprung weight and reducing rotating mass, now thats killing two birds with one stone if you ask me

 

The subject is 8 years old. Some of our Physics majors have chimed in on rotating mass. Unfortunately the mathematics is well over the heads of us commoners.

 

I vote for lighter wheels

 

do one now.....and then save up, or whatever you have to do and do the other... its that simple. Why would you stop after lighter wheels or exhaut?

 

tuning is all about making your car better in every way without sacrifice. the smaller the wheel is the less of a contact patch there is so your car will handle worse with 17s. manufacturers put 19s on not cuz it looks pretty but cuz it performs better. I just took off the idler pulley and it made a noticeable difference in perf. the idler pulley right next to the power steering pulley has a crap berring in it and is a huge, unnecessary drag on the crank. get light rims but not small rims and get exhaust.

 

Wat????

 

do the lighter wheels

 

Motor Trend or Tire Rack did a study on wheel size. They found 17s or 18s to grip better than a 19" wheel when keep the same overal tire height.

Have you seen F1 cars? How about NASCAR? Indy? They all have a high aspect ratio on their tires (read: fat sidewalls). Keeps the rotating mass closer to the axis, and reduces the interia of each rotating assembly. That barrel weighs something, and it is harder to accelerate when it's at closer to the road.

The only exception could be GT cars ,they have relatively large wheels. No explanation for that one... dueces on that subject.

Short sidewalls give great turn in response but don't quite "comply" to the road like a higher aspect ratio tire could. Someone correct me if I'm wrong, please.

 

Please don't try to help

BTW what is the difference in contact patch on a 275/40-17 mounted on a 17x9.5 and a 275/30-19 mounted on a 19x9.5?

 

..... and that's why you only have 9 posts in 5 years....