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Well, I'm back from my trip, so I'll try to address everything that I can.
180sx2nr8u- Yes. The vast majority of multi-piece wheels are lightweight simply because they were borne of necessity. They are easily repaired by just taking off the damaged part and bolting a replacement on. The lightest wheels in the world are a one-piece design, if I'm not mistaken.
Don't forget that wheels and tires are not only static unsprung weight, but also rolling mass... if you reduce their weight, you reduce their mass and make the car easier to accelerate and brake.
The simplest and most effective way to drop unsprung weight is in fact wheels and tires. There is no such thing as a too-light wheel unless it bends like butter.
Although prices get quite high for lightweight wheels, I've found a 15x7, 10.2lb wheel for $179, including custom bolt pattern. That would lower the unsprung weight of a 240SX by 24lbs, assuming it has the stock SE teardrop ('89-90) wheels and by 31.2lbs if it has the '91-'94 alloys. Either is a very worthwhile deduction.
Now, tire carcass weight is quite important as well... because it can completely offset any advantages of a lighter wheel. (which, although not the best, is better than having a heavier wheel/tire combination) Any street tire with an extremely stiff sidewall (i.e. the Falken Azenis Sport or any run-flat) will be heavy. Compare the carcass weight to grip and sidewall stiffness and if it's a tradeoff you're willing to make... then go for it. Just make sure it's lighter than stock... or you just spent around a grand just to look purdy. Most tires used by drifters aren't all that stiff and thus are not extremely heavy.
Now, another way to drop unsprung weight is with aftermarket arms. The factory arms are usually very heavy steel bits and when replaced with aluminum bits significant savings can be had.
Springs are not unsprung weight, because they do not support themselves. However, they do have weight which will effect the sprung weight of the car, so a lighter spring has its own benefits.
Lighter lugs are a great idea and are relatively cheap.
Cross-drilled rotors drop very little weight from the rotor's weight. I'd recommend slotted rotors anyway due to their better pad wear characteristics and better resistance to cracking.
Did I miss anything? Any more questions?
180sx2nr8u- Yes. The vast majority of multi-piece wheels are lightweight simply because they were borne of necessity. They are easily repaired by just taking off the damaged part and bolting a replacement on. The lightest wheels in the world are a one-piece design, if I'm not mistaken.
Don't forget that wheels and tires are not only static unsprung weight, but also rolling mass... if you reduce their weight, you reduce their mass and make the car easier to accelerate and brake.
The simplest and most effective way to drop unsprung weight is in fact wheels and tires. There is no such thing as a too-light wheel unless it bends like butter.
Although prices get quite high for lightweight wheels, I've found a 15x7, 10.2lb wheel for $179, including custom bolt pattern. That would lower the unsprung weight of a 240SX by 24lbs, assuming it has the stock SE teardrop ('89-90) wheels and by 31.2lbs if it has the '91-'94 alloys. Either is a very worthwhile deduction.
Now, tire carcass weight is quite important as well... because it can completely offset any advantages of a lighter wheel. (which, although not the best, is better than having a heavier wheel/tire combination) Any street tire with an extremely stiff sidewall (i.e. the Falken Azenis Sport or any run-flat) will be heavy. Compare the carcass weight to grip and sidewall stiffness and if it's a tradeoff you're willing to make... then go for it. Just make sure it's lighter than stock... or you just spent around a grand just to look purdy. Most tires used by drifters aren't all that stiff and thus are not extremely heavy.
Now, another way to drop unsprung weight is with aftermarket arms. The factory arms are usually very heavy steel bits and when replaced with aluminum bits significant savings can be had.
Springs are not unsprung weight, because they do not support themselves. However, they do have weight which will effect the sprung weight of the car, so a lighter spring has its own benefits.
Lighter lugs are a great idea and are relatively cheap.
Cross-drilled rotors drop very little weight from the rotor's weight. I'd recommend slotted rotors anyway due to their better pad wear characteristics and better resistance to cracking.
Did I miss anything? Any more questions?
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