Can anyone tell me what kind of performance gains they have noticed from either the ACT clutch or the lightened flywheel, or both. Does the clutch make the car shift faster? im confused..lol..

I don't have any exact numbers for you on gains, but I can help out with the explanation of why a clutch like the ACT will outperform the OE. The ACT has higher plate pressure, and a different frictioni plate material. It grabs much harder. Between shifts, when you get off the clutch pedal, when applying full power, there is often slippage. You are basically wasting engine power into making heat between the friction plate and the flywheel. Now if the clutch doesn't slip, or not as much as least, more power is transfered to the contact patch and hopefully towards lateral movement, as opposed to lost between the flywheel and friction plate, resulting in heat instead of the lateral movement of the car.

a lightened flywheel will reduce the amount of spinning mass you engine has to turn... which allows your engine to rev. quicker... but in turn... you can loose some low end torque. how much you loose depends on the amount of weight reduction.

I found a great deal for both if you're interested. I'm thinking about getting the transmission combination myself, but the way I drive...it'll be awhile before my clutch goes.

Actually, that's incorrect. A lightened flywheel creates higher wheel torque and hp numbers. It does allow quicker revs, as well as quicker falling revs, and you will gain low end torque.

The only negative part of a lightened flywheel is drivability issues, most noticeably when moving from a standstill, and right after engaging a gear. Because of lightened flywheel mass, the engine bogs easilier during take off, and because the engine side of the drive train weighs less now in comparison to the wheel side of the drivetrain (not necessarily less, but less in comparison to a stock flywheel). Also, on the shift, if revs are not matched as well, because of less rotating mass on the engine side of the flywheel, it will cause more of a jerking because of the resistance from the difference in speed between the wheels and the engine rpm dependant on gear.

I upgraded to an ACT clutch. Let me tell you, it grabs like a ****, especially when new. I stalled out 4 times when driving off the lot. After it's break-in period, it still grabs better than stock, but not as abruptly as when it was new. Also, the car is not as easily driveable as it used to be. 1st gear engagements are a bit more challenging than it used to be with the stock clutch. Now, if you were to add a lightened flywheel to an ACT clutch Maxima, I imagine drivability would go down the tubes. It'll be one helluva 1/4 miler, but I don't think that any Maxima here lives just for the 1/4 mile. There's always a tradeoff.

DW

Will was trying to explain this concept to me the other night, care to go into further detail about low end loss?

Read the other posts. There is no low end loss.

dam, this is all good information.

i remember when i had my act on my totaled max, that sh*t was a b*tch to drive, not smooth at all especially from a beginner stick driver like myself. I got used to it and drove better but i swear when u first put it on, its MDK on your neck tryin to keep that car steady.

But i remember reving up at high rpm's and the dam clutch would rise up hard as hell making me shift or giving me a hint to shift, u could feel it man