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Picked these up last weekend from a former C4S owner. They are powdercoated just slightly darker than the factory finish, painted center crests, and have nearly brand new Bridgestone S02As. $1500
Maybe it was just in my head but they did actually feel lighter when I was moving them around by hand during the swap.
Full body shots tomorrow.
Stunning color. Those save 5 lbs each more or less vs the stock solid spokes, right?
Edit: Checked on 944racing.de's wheelweight page, and the fronts are 5.0 lbs lighter, while rears are 5.7 lbs lighter each. When you get them on, see how obvious the seat of pants difference is.
Thanks!
Here
is another source.
They are mounted, but I have only driven them around town so far, so hard to tell. I have to assume the most noticeable difference will be when you really give it the beans, and perhaps the pickup is a little quicker
20 lbs on your wheels takes a lot more power to accelerate that 20 lbs in the back seat. There are some useful rule-of-thumb multiples out there, and wheel weight is less important that tire weight, but even a real numb-butt can feel a 5+ lb per wheel change.
Here you go. An conservative estimate of 3:1.
http://www.bigblockdart.com/techpage...ngweight.shtml
I've heard up to 5:1, but those formulas assumed the mass was farther from the axis of rotation (tires).
I might not be able to feel it - you are right - but reducing unsprung weight and rotational mass make a difference. Its a C4S; I gotta loose weight wherever I can!
I would think that a reduction of 20lbs of unsprung weight(wheels, tires, brakes) will be an improvement and noticeable.Recently I read in Excellence magazine that "removing 33 lbs of unsprung weight at the wheels is equivalent of 198 lbs from the body of the car".
My secret weapon for sprinting as a CatIII bike racer in San Diego back in the day was to train on a steel cog and then swap my chain and put on my aluminum cog for a leisurly 25 mile crit. A six-to-eight ounce difference in the acceleration of the rear wheel was dramatic. Even more so when you consider that the mass difference between a racing wheel and training wheel was confined mainly to the rotating center and NOT the rim itself. I could even tell the diference in acceleration on my 95' 993 when switching between the factory 16" rims and the 18" turbo rim solids - 16=good, 18=bad. But what you lost in acceleration, you gained in overall handling for other reasons.
YOu got a terrific deal and your car will notice the difference right away - 10 lbs on a powered axle is very significant.
Wow, thanks for the enlightenment! If you guys are correct, then facts are facts.
It may help to contribute with the combination of other mods, weight reduction, etc.....but by the 20lbs itself, I still find it hard to believe until I experience it for myself. Still don't think you can actually "feel" the difference though. Like I said, the mind is a powerful thing.
But of course, what do I know, I won't even get into a debate on this.
20lbs of unspring weight is different than 20lbs of sprung weight.
It WILL be felt, for sure. From going to lighter brake calipers and rotors, even lighter wheels, lighter TIRES, lug nuts (maybe a little too much).
If you're the type of driver who lugs around town, you won't feel it. If you're the enthusiast who enjoys driving the car, you will notice a difference, especially when the weight shifts side-side and fore-aft.
I run the hollows off a TT as my summer wheels and there is a difference to be felt from the original non-hollows. rotating unsprung weight turns into mass at a factor of 6:1.
