Quote:
Originally Posted by BonzoHansen
I enjoy learning about this stuff. Matt's post equating it to a flywheel and such jives with what I've learned too. The heavier flywheel stores more energy or 'keeps the revs up' between shifts. So depending on intended use and application (car wt, gearing, engine setup, etc.) a lighter flywheel could be a gain or a problem. But I digress, we are not talking flywheels.
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Not directly but it is the same deal in terms of physics. Doesn't matter if the weight is all metal or metal and rubber.
Having a lighter than stock flywheel is good to rev fast but bad for launching. A heavier than stock flywheel is good for launching due to stored kinetic energy but it's slower to rev up.
Applying that same thinking doesn't work for wheels (obviously). I don't see a benefit in using anything but the lightest wheel possible that meets your criteria (price, strength, tire choice).
To the OP:
I noticed a difference going from a 255/70/15 on a 15x7 steel wheel to a 275/50/15 on a 15x8 lightweight aluminum wheel. Yes, part of that can be attributed to the big aspect ratio change, but the wheel weight difference was 12 lbs PER WHEEL so it had to make a difference. Counting the tires, it was around 16.5lbs saved per corner in total.
Regarding handling, I haven't driven the car with the old wheels vs. new wheels enough to really notice. But from all I know and have heard, less unsprung weight will allow the wheel to better follow uneven road surfaces, leading to better handling.