E-mails I sent yesterday weren't getting through and I noticed Bob Spidel's
having the same problem this morning.
I had quoted my standard 100M flywheel weight at a massive 43lb, close to the
BCS catalog figure of 45lb, compared to the six cylinder at 30lb. Gary Fuqua
said he had one from a 100/4 that he thought was stock but only weighed 34lb.
My original is over 1.25in thick over most of the area with a large chamfered
overhang outside the clutch area. I think the high weight is a legacy from
it's truck and taxi background.
What I did for weight saving was fit what I was told is a 100/6 flywheel at
26lb, which bolts straight on, and works with the original 100/4 clutch
assembly and release bearing. The only mod is to get two more accurate dowel
holes added to the clutch cover, as the 100/4 is two at 180deg and the 100/6 is
three at 120deg but on the same circle diameter. You could also move the dowel
(high school trigonometry with compasses and a ruler). Ring gear is the same
part number.
You can't lose torque with a lighter flywheel but the reduced stored rotational
energy could effect smoothness at low speed and idle. I have other mods in my
engine, but it still idles quite well at 800rpm and pulls like a train from low
speed, thanks to the long stroke and torque, with really quick throttle
response changing up or down because of the smaller inertia in the flywheel.
regards,
Peter Davis
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