FEEL'S HONDA TWINCAM CHROMOLY FLYWHEEL FOR HONDA CIVIC EK4 FEELS-00474

 

FEEL'S HONDA TWINCAM CHROMOLY FLYWHEEL FOR HONDA CIVIC EK4 FEELS-00474

Here are the advantages of the FEEL’S Honda TwinCam Chromoly Flywheel (FEELS‑00474) (for the Honda Civic EK4/EK9) and how they apply — plus some caveats you should keep in mind.

✅ What this part offers

Based on its spec sheet and known information:

• Weight: ~ 4.6 kg (for the EK4/EK9 version) according to one Japanese retailer.  
• Material: Chromoly (chromium–molybdenum alloy steel) — stronger than regular steel and allows for reduced thickness/weight.  
• Manufacturer claim: “great response without losing torque.”  

From that, you can infer the following advantages:

1. Faster engine response / quicker rev-up
   With lower rotating mass (flywheel is lighter compared to stock or heavier designs) the engine can rev more freely, the RPM’s change faster, which means quicker throttle response and a more “alive” feel. 
   For a tuned small displacement Honda like the EK4’s B-series or similar, this can be especially beneficial when trying to stay in the power-band, shift quickly, etc.
2. Better shifting feel / sharper downshifts
   Because the inertia is lower, when you lift off throttle, the revs drop faster, which can allow more immediate re-engagement of the next gear, better rev-matching feel, and a more “manual-sport” driving experience. 
   The product marketing for this specific item emphasises “response without losing torque” which suggests they have tried to balance lighter mass with retaining enough inertia.  
3. High strength / durability via Chromoly material
   Since chromoly is stronger per weight than many standard steel alloys, you can make a lighter flywheel that still handles the stresses of a performance engine without sacrificing robustness. 
   This means for a performance‐tuned engine (higher revs, harder launches, etc) this kind of aftermarket flywheel is a good match.
4. Potential for improved throttle-downshift / mid-range behaviour in sport driving
   With the lighter (but still strong) flywheel, the engine can drop revs quicker and respond quicker when you get back on the throttle. For road racing or spirited driving (which a tuned Civic / EK4 often sees), that can translate into better control, quicker out of corners, etc. (General principle)  
5. Weight savings (rotating mass) benefits the drivetrain
   By reducing the rotating mass, there’s less inertia for the crank/engine to overcome. That means less wasted energy spinning heavy components, and potentially slightly improved overall drivetrain efficiency in dynamic driving. (Material from sources)  

⚠️ Important caveats & trade-offs

No modification is without trade-offs. For this flywheel you should be aware of:

• Because the flywheel is lighter and has less inertia, launching from a standstill (especially in first gear or low revs) may require more clutch skill, more throttle finesse, and the car may be more prone to “bogging” or stalling if driven aggressively at low revs. General experience reports note that very light flywheel = more challenging from stop.  
• If the car is used heavily in traffic, or if you frequently drive with heavy loads (passengers, hills, etc), the lighter flywheel may make the car feel less stable at low RPM / in low gear, more vibration, or more clutch slipping may be required.
• While the manufacturer claims “without losing torque”, a lighter flywheel in some cases can reduce “feel” of mass/drive-ability at low RPM — from physics: inertia helps in keeping RPM up under load, so when you remove it, you need to compensate elsewhere (throttle, gear choice).  
• Installation quality matters. Since you’re touching the crank/flywheel/clutch interface, proper torqueing, balancing, bolt replacement (if required), and alignment all become very important.
• Maintenance / driving style: A performance flywheel like this pairs best with a clutch & transmission set-up suited for it. If you leave everything else stock, you may not fully realise the benefits, or you might prematurely wear components.

🔍 Summary

So, in plain terms:

If you install the FEEL’S Chromoly Flywheel on your EK4 (assuming you have a tuned / sporty set-up) you can expect the car to feel sharper, the engine more willing to rev, and shifting to feel more immediate. 

The material choice (chromoly) means you get durability along with performance.

If you drive a lot in town, low revs, stop-and-go traffic, or care most about ultra-smooth low RPM behaviour rather than sporty response, you’ll want to make sure the trade-offs are acceptable (and ensure your clutch and gearbox are up to the task).

FEEL'S HONDA TWINCAM CHROMOLY FLYWHEEL FOR HONDA CIVIC EK4 FEELS-00474

M&M HONDA AERO INTAKE DUCT FOR CIVIC FD2 00405-FD2-M003

 

M&M HONDA AERO INTAKE DUCT FOR CIVIC FD2 00405-FD2-M003

Here are clear, buyer-friendly advantages of the M&M Honda Aero Intake Duct (00405-FD2-M003) for the Civic FD2:

1. Direct, higher-pressure air (ram-air effect) — relocates the intake out of the cramped fender area to the front bumper so it captures more dynamic (ram) pressure while driving, improving the volume and density of incoming air.  
2. Larger cross-section for steadier high-RPM airflow — the duct has a bigger internal area than the stock duct, helping maintain a stable supply of fresh air up through high revs (better top-end breathing).  
3. Improved throttle response and intake sound — users and installers report crisper throttle feel and a more pronounced intake note, especially when paired with performance filters or airboxes.  
4. Lightweight FRP construction — built from lightweight fiberglass (FRP) to add little weight while being strong and easy to fit.  
5. Works with existing brake-cooling duct — designed so the stock brake cooling duct can still be installed/used, keeping cooling and packaging intact.  
6. OEM / JDM pedigree and fitment — an authentic M&M part made specifically for the FD2 (direct-fit), reducing trimming/fabrication and ensuring correct alignment with bumper/fender openings.  
7. Proven in the community — long-standing part with real-world installs and positive feedback from FD2 owners (track and street use).  

M&M HONDA AERO INTAKE DUCT FOR CIVIC FD2 00405-FD2-M003

Why the double-wishbone setup in EG8/EG9 (and other 5th-gen Civics) is often regarded as better than the suspension systems in later Civics

 

Why the double-wishbone setup in EG8/EG9 (and other 5th-gen Civics) is often regarded as better than the suspension systems in later Civics? 

Like the EK4, EK9, and even FD2, despite all of them using some form of “double wishbone” or “advanced strut” systems?

🧩 1. EG-era Double Wishbone Was 

Pure and Uncompromised

The EG (1992–1995) generation Civics (and Integra DC2) used a true double wishbone suspension front and rear — a design derived from Honda’s racing philosophy of the late 1980s–1990s.

• Geometry priority: Honda’s engineers in the early 90s designed the EG platform with performance handling as a core design goal, not cost.
• Both front and rear used independent upper and lower control arms with optimal camber gain and roll center control.
• The layout gave consistent tire contact patch through compression, lean, and rebound — which equals more mechanical grip and better corner predictability.

💡 In short: the EG’s double-wishbone was a race-bred suspension geometry that allowed excellent camber recovery, great steering feel, and maximum grip in corners.

🧱 2. EK and FD Double Wishbones Were “Compromised” by Packaging & Comfort

When the EK (1996–2000) was developed, Honda faced new challenges:

• Stricter safety and crash regulations
• Higher ride comfort expectations
• Need for more cabin and engine bay space
• Reduced production cost

So while the EK still technically used double wishbones, the design was shorter, more upright, and less ideal geometrically than the EG’s.

Generation	Double Wishbone Quality	Explanation
EG (5th Gen)	Full, wide-based geometry	Long upper arms, wide wishbone angle, better camber control, low roll center movement
EK (6th Gen)	Compacted design	Shorter upper arms, more vertical geometry to fit taller body, reduced camber gain and grip in roll
FD (8th Gen)	Reworked advanced wishbone / strut	Designed for ride quality and crash absorption, heavier, less feedback, more understeer tendency

➡️ Result: EK and newer models had less camber gain under compression, meaning the tire leans less into the corner — slightly less grip mid-corner, more understeer at the limit.

The EG’s geometry allowed sharper turn-in and better “bite” mid-corner.

⚙️ 3. EG Suspension Angles and Arm Length = Superior Camber Curve

To understand this technically:

• In the EG, the upper control arm is longer and more angled downward, so as the car rolls, the outer wheel gains negative camber naturally.
• In the EK, because of higher hood line and taller chassis, the upper arm is shorter and more horizontal, giving less camber gain per degree of roll.

This small difference creates big effects at the limit:

• EG feels more planted and precise.
• EK feels safer, more stable, but slightly less sharp.

That’s why drivers describe EGs as “more connected, alive, and eager to rotate.”

🔧 4. FD2 and Later Models: MacPherson Strut Fronts = Simpler, Heavier, Cheaper

By the time of the FD2 (8th-gen Civic Type R, 2006–2011):

• Honda switched to MacPherson strut front suspension on most global models.
• The rear stayed multi-link, which is good but heavier.

Why Honda did it:

• Struts are lighter, cheaper, and easier to package for crash safety.
• Less engine bay interference.
• Easier to tune for comfort and alignment tolerance.

But the trade-off was again precision and feedback:

• Less control over camber under load.
• Less consistent tire contact patch in aggressive cornering.
• Slightly less steering feel and chassis “communication.”

So even though FD2 Type R handles amazingly, it’s the chassis stiffness and tuning that make it good — not necessarily the suspension geometry itself.

🧠 5. Track Feel: EG Suspension Feels More Natural & Linear

Because of all the above, the EG chassis feels:

• More predictable: linear weight transfer and progressive grip loss.
• Sharper turn-in: you can rotate the car with throttle and trail-braking easier.
• Better tire use: less edge wear, more even load on the contact patch.
• Superior feedback: more direct steering feel due to geometry and lighter structure.

This is why track drivers, autocrossers, and circuit racers still call the EG chassis the “sweet spot” of Honda suspension engineering.

⚔️ 6. Summary: Why EG8/EG9’s Double Wishbone Wins

Aspect	EG8/EG9 (5th Gen)	EK4/EK9 (6th Gen)	FD2 / Newer
Front Suspension	True double wishbone (long upper arms, low roll center)	Short-arm double wishbone (packaging-limited)	MacPherson strut (simplified)
Rear Suspension	True double wishbone	True double wishbone	Multi-link
Camber Gain	Strong	Moderate	Weak-moderate
Steering Feel	Raw, direct, organic	Softer, less linear	Heavily damped, electronic assistance
Weight	Lightest	Slightly heavier	Much heavier
Cornering Grip Potential	Excellent when tuned	Good but slightly less raw	High grip if tuned but more mass
Track Aspirated Feel	4S	4S	6S

🔩 7. Real-World Example

An EG9 with upgraded coilovers and sway bars can out-rotate and out-feel an EK9 Type R with similar mods on a tight technical circuit.

But on a long fast track (like Sepang), EK9’s added rigidity and aero balance might catch up.

In essence:

👉 The EG8/EG9 double wishbone system is “better” because it represents the last generation before Honda compromised suspension geometry for packaging, cost, and comfort. 

It’s lighter, freer, and purer — the foundation of that sharp, mechanical Honda handling enthusiasts still chase today.