Competition Clutch 1990-1996 Nissan 300ZX 12.78lb Steel Flywheel
The Competition Clutch 2-729-STU is a 12.78 lb one-piece steel flywheel for the 1990-1996 Nissan 300ZX Twin Turbo, the Z32 with the 3.0L VG30DETT. Buyers usually find it while planning a clutch upgrade on a boosted Z: the old flywheel is heat-checked or out of service limits, the stock clutch has started to slip with more boost, and the owner wants the engine to rev and spool more freely at the same time. This is the ultra-light STU version, built for forced induction and track or rally use, not a stock-weight replacement.
The flywheel bolts to the back of the VG30DETT crank and does three jobs: it is the friction face the clutch disc clamps against, it carries the ring gear the starter engages, and its mass stores rotating energy. Competition Clutch machines the STU line with less material to cut that rotating inertia, so the twin turbo V6 picks up revs faster between shifts and drops to the next gear's rpm quicker on a downshift. It is forged 4140 steel in a single piece, with no separate bolted or pressed-on friction insert to come loose under heat. The maker recommends the STU flywheels for Stage 3 and higher clutch kits, which is where a tuned Z32 usually ends up once it is making more than factory torque.
Most flywheel trouble shows up as clutch trouble, so start there. On a road test in third or fourth, go to full throttle from low rpm and watch whether the tach climbs faster than road speed once both turbos come on boost. Our slipping diagnosis guide walks through that test, and flare versus slip helps separate a real slip from other drivetrain faults. Bleed the clutch hydraulics and check for oil at the bellhousing seam before blaming the friction parts. When the transmission is out, inspect the old flywheel for cracks and runout; our resurface vs replace guide explains when machining is still an option and when a new flywheel is the better money.
Our listing title reads 1990-1996 Nissan 300ZX. Competition Clutch lists 2-729-STU specifically for the 1990-1996 300ZX Twin Turbo with the 3.0L VG30DETT. The naturally aspirated 300ZX uses a different clutch family and is not the target for this part, so check which engine is in your car before ordering. Z32s have often had engines, transmissions or clutches swapped over the years; match the flywheel to the clutch you are running, and if anything has been changed send us the year, VIN and what is installed so we can confirm before it ships. Competition Clutch also makes a lighter 11.86 lb 2-630-2STU for the same twin turbo car. Browse more flywheels and clutch hardware in our hard parts collection.
Expect a small change in drivability. A lighter flywheel makes the car quicker to rev but needs a little more throttle pulling away from a stop; our lightweight vs stock flywheel guide covers the trade-off. The 2-729-STU is new, in stock, ships the same business day from the USA and carries a 1-year warranty.
| Brand | Competition Clutch |
| Part number | 2-729-STU |
| Fits | Competition Clutch 1990-1996 Nissan 300ZX 12.78lb Steel Flywheel |
| Vehicle fitment | Nissan 300Zx 12.78Lb Steel (1990-1996) |
| Type | Flywheels |
| Condition | New |
| Ships | Same business day (in stock), from the USA |
| Warranty | 1-year |
Competition Clutch lists it for the 1990-1996 300ZX Twin Turbo with the VG30DETT. The naturally aspirated car uses a different clutch family, so confirm your engine first. If the car has been swapped, send us the year, VIN and what is installed.
The maker recommends its STU ultra-light flywheels for Stage 3 and higher clutch kits. Choose a clutch made for the twin turbo Z32 and rated for your torque, such as an FX400-level kit on a tuned car.
Both are Competition Clutch ultra-light forged steel flywheels listed for the 1990-1996 300ZX Twin Turbo. The 2-729-STU weighs 12.78 lb and the 2-630-2STU weighs 11.86 lb. Match the flywheel to the clutch kit you are installing.
Revs rise and fall faster, so pulling away takes a little more throttle and care on hills. Most street drivers adapt quickly, but it is a noticeable change from the factory feel.
Plan on the clutch kit, a new pilot bearing, the release bearing, clean flywheel bolts and fresh fluid in the clutch hydraulics. Check the rear main seal and transmission input seal for leaks too, since oil ruins a new disc.
Competition Clutch says to shift as often as possible during the first 500 miles so the disc beds in. Avoid launches and full-boost pulls until break-in is done.
