Yep, 2 different approaches going on there for sure. Axelrs approach is a bit more inclusive IMO in terms of incorporating the lightened crank and flywheel/clutch specs to wrk in conjunction with each other, whereas the Ross can manage whatever it gets paired with. Thing is a beast.
I’m not educated enough as of yet to weigh which approach suits which needs best. But I’m all for options! Can’t wait for your car to hit the road.
If you want low inertia and are willing to pay big bucks for a lightened crankshaft (including purchase and installation), don't add weight back
What is also essential is the coupling between the crankshaft and the pulley. There is a reason why a giant bolt with insane torque spec is there. That connection must be very tight, with minimal tolerance and precision machining (mine has a tolerance of 0.05mm), and you should never use aluminum alloy as the base material for the pulley. It must be steel so that the stretch bolt actually stretches, the pulley material does not crumble under the tightening torque, and the fitting remains as tight as it should be.
On racecars--nobody talks about this--the crank
accelerations (instant engine speed changes) due to clutch-less gear changes up and down will rip off anything that is not lightweight, made of steel, and super-tightly coupled. This is why I chose chrome-moly steel for my motorsport-grade pulley.
@TomekRST has one from the first batch (number two of three) for his sequential gearbox project.
Hard changes and launches with metallic clutches can also cause very sudden crankshaft speed changes, and the last thing you want is a moving mass heavier than OE hanging at the tip. Those dampers have a use (on V8s with slushboxes) but would disintegrate in short order on anything harsh with a dog engagement gearbox and a metallic clutch.
