- Slipper clutches can cause clutch slippage when starting the engine, so We Suggest touse a camshaft with auto decompression (except for Desmodromic 4V heads). - The slipper clutch cannot release the back torque completely. Some of the torque is transmitted to the crankshaft, so please do not shift down sharply at high RPM to prevent damage to the valve mechanism. - For a Z50J-1300017~1600007 bikes, the clutch cable supplied cannot be installed on the stock clutch holder (type welded to the handle pipe) , so replace the handle pipe and use SP Takegawa clutch lever or combination switch with clutch lever. Please use SP Takegawa clutch lever or combination switch with clutch lever. - This product is designed to fit the listed models and Frame number s. It cannot be installed on model other than those listed. - This manual and the service manual are intended for people who have basic skills and knowledge. If someone who does not have the skills and knowledge performs the work, it may not be possible to assemble the product correctly, and parts may be damaged. - This product is a die-cast aluminum special clutch cover set and a special clutch kit (5 discs) for stock main shaft. Please read the instruction manual that comes with each product carefully when assembling. - The stock exhaust and SP Takegawa up exhaust cannot be installed. When installing SP Takegawa Z style exhaust, the cable receiver part of the cover will interfere with the exhaust protector. It is possible to install by modifying the interfering part of the exhaust protector. - When installing and using on models with frame numbers: 1300017~1510400, SP Takegawa clutch lever, combination switch and handle pipe are required separately.
SP Takegawa Special Clutch Kit for high power engines is a standard item that is required along with engine tuning.
Special Clutch Kit
The clutch body is installed on the secondary side (transmission main shaft) to reduce the load on the crankshaft and improve throttle response while reducing weight.
The included primary driven gear is equipped with a damper to reduce shock when the clutch is connected. The number of friction discs is set to 5 to accommodate engines with higher output due to tuning.
In addition to the standard clutch type, a slipper clutch that reduces back torque is also available.
Aluminum die-cast clutch cover
Patented structure: Thermostat mounting part and oil line structure
The clutch cover is made of die-cast aluminum.
Oil can be taken out to the oil cooler.
Optional thermostat unit with shape memory alloy spring can be installed. Prevents overcooling.
Thermostat unit is sold separately.
The oil element is a highly reliable cartridge paper type.
Durable glass is used for the engine oil check window.
The clutch cable receiver with integrated cover is adopted.
The slipper clutch controls the effectiveness of the engine brake by slipping the clutch when sudden engine braking (back torque) is applied.
This reduces sudden posture change, rear tire hopping and engine load caused by engine braking.
Of course, during stock driving, the clutch operates in the same way as a conventional special clutch, so there is no slipping of the clutch even with a high-power engine.
A special pressure plate and clutch cam are installed in the clutch section that connects the power between the crankshaft and the transmission.
As a result, the back torque transmitted from the rear wheel is transmitted to the clutch cam, and the cam on the pressure plate and the clutch cam are activated to push down the pressure plate to make it half-clutched and release the back torque.
As with the standard clutch, the secondary clutch is mounted on the main shaft of the transmission to reduce the load on the crankshaft.
This also reduces the weight of the crankshaft shaft, resulting in a lighter throttle response.
The primary driven gear is equipped with a damper to reduce shock when the clutch is connected.
The number of friction discs is set to 5 to support high power engines for both street and race use.