Clutch Masters Aluminum Flywheel - 1997-2002 Acura NSX

The C32B in a 1997-2002 Acura NSX is one of the sweetest-revving V6s Honda ever built, and the heavy stock flywheel is the one thing keeping it from feeling that way. The Clutch Masters Aluminum Lightweight Flywheel (FW-682-AL) puts 9.5 lbs of billet aluminum behind the crank, so the engine spins up quicker, heel-toe downshifts land the moment you blip, and the whole drivetrain feels wired straight to your right foot.

What the Clutch Masters Aluminum Flywheel Does for Your NSX

Clutch Masters machines this flywheel from solid 6061-T6 billet aluminum and hard anodizes it in-house in the USA. Aluminum alone won't survive clutch heat, so the working face is a replaceable high-carbon steel insert, and the ring gear is OEM-style steel bolted to the body. When the friction surface eventually wears from hard use, you swap the insert instead of machining the flywheel or buying a new one.

A lighter flywheel doesn't add horsepower, and anyone who tells you otherwise is selling something. What it changes is how fast the engine can change speed. Less rotating mass means the C32B builds revs noticeably quicker in the lower gears, throttle blips happen now instead of a beat later, and rev-matched downshifts into second for a tight corner become automatic. On a car built around driver feedback like the NSX, you'll feel the difference on the first drive.

This is a direct replacement for the NA2 6-speed flywheel. If you're running a 1991-1996 NA1 with the 5-speed, it's not a straight swap: Clutch Masters pairs this flywheel with their single-disc billet clutch kits, or you convert to a factory-style NA2 clutch setup. The 5-speed to 6-speed conversion crowd uses exactly that combination.

Specs

Fitment

Fits the 6-speed manual only. Automatic NSXs kept the 3.0L and a completely different setup. NA1 owners (1991-1996, 5-speed) need the clutch kit pairing described above, not this flywheel alone.

What to Know Before You Buy

Expect the trade-offs that come with any lightweight flywheel, because they're real. Revs fall faster between shifts, so slow shifting gets punished until you adapt, and smooth launches take a bit more attention to clutch engagement. Some cars pick up a light gear rattle at idle in neutral with less flywheel inertia. It's harmless, a sprung-hub clutch disc damps most of it, and it vanishes the moment revs come up.

Plan the clutch at the same time. Getting to the flywheel on an NSX means pulling the transmission, so if your clutch has real miles on it, do both in one job and put in a fresh rear main seal while everything is apart. Clutch Masters also offers a Flywheel Friction Lock shim (.010" to .012" installed thickness) that stops fretting between the crank and the aluminum flywheel. On a track car, that's cheap insurance.

If a dead-smooth idle and effortless around-town manners matter more to you than response, keep the factory steel flywheel. This one is for drivers who want the C32B to answer the throttle like the engine it is.