First off I want to say thanks to RKT, WinterBrew, Milehighassassin, and especially KSH for helping me out with this.
Also Clutching is not this simple; it all works together and affects each other, this is simply a breakdown of basic stuff to help beginners so lets not turn it into some huge deal, that probably goes in the Clutching Theory thread.
If you have anything you think should be added to this list, PM me and I'll check it out and come back and edit if I need to. Also I'm NOT any sort of clutching genius or guru, in fact pretty much the opposite, I just compiled this to help beginners. Thanks!
• Use to control RPM’s via weights
• Use to control engagement via spring
• If hotter than secondary belt slipping more in primary
• If hotter than secondary use softer spring or more weight to add “squeeze” to primary; also accomplished by lessening “squeeze” in secondary
• Use to control engagement
• Higher numbers = stiffer spring
• Higher first number = higher engagement
• Higher numbers generally = more weight needed
• Higher last number = more “top end” and/or RPM’s
• Too high last number = incomplete shift
• Too low last number = too quick shift
• Use to control RPM’s – more weight = less RPM’s
• Heel (close to pin) weight affects beginning of shift (slow speeds)
• Toe weight affects end of shift (high speeds)
• More heel weight = better low speed (crawling)
• More toe weight = better high speed
• Torque Sensing
• Use to control Backshift
• Up shift = clutch opening = shifting up/out = increasing speed (generally, not always since the clutch is torque sensing)
• Backshift = clutch closing = shifting down = decreasing speed (generally, not always since the clutch is torque sensing)
• If hotter than primary belt slipping more in secondary
• Use to control backshift
• Softer spring = more up-shift = more MPH
• Stiffer spring = better backshift
• Stiffer spring keeps clutch in “lower gear” longer
• Use to control upshift
• Also Torque Sensing
• Main “force” on secondary sheaves; shallower angle = more “side load”
• Shallower angle (smaller number) = slower upshift and faster backshift
Also Clutching is not this simple; it all works together and affects each other, this is simply a breakdown of basic stuff to help beginners so lets not turn it into some huge deal, that probably goes in the Clutching Theory thread.
If you have anything you think should be added to this list, PM me and I'll check it out and come back and edit if I need to. Also I'm NOT any sort of clutching genius or guru, in fact pretty much the opposite, I just compiled this to help beginners. Thanks!
Primary Clutch
• Use to control RPM’s via weights
• Use to control engagement via spring
• If hotter than secondary belt slipping more in primary
• If hotter than secondary use softer spring or more weight to add “squeeze” to primary; also accomplished by lessening “squeeze” in secondary
Primary Springs
• Use to control engagement
• Higher numbers = stiffer spring
• Higher first number = higher engagement
• Higher numbers generally = more weight needed
• Higher last number = more “top end” and/or RPM’s
• Too high last number = incomplete shift
• Too low last number = too quick shift
Flyweights
• Use to control RPM’s – more weight = less RPM’s
• Heel (close to pin) weight affects beginning of shift (slow speeds)
• Toe weight affects end of shift (high speeds)
• More heel weight = better low speed (crawling)
• More toe weight = better high speed
Secondary Clutch
• Torque Sensing
• Use to control Backshift
• Up shift = clutch opening = shifting up/out = increasing speed (generally, not always since the clutch is torque sensing)
• Backshift = clutch closing = shifting down = decreasing speed (generally, not always since the clutch is torque sensing)
• If hotter than primary belt slipping more in secondary
Secondary Springs
• Use to control backshift
• Softer spring = more up-shift = more MPH
• Stiffer spring = better backshift
• Stiffer spring keeps clutch in “lower gear” longer
Helix
• Use to control upshift
• Also Torque Sensing
• Main “force” on secondary sheaves; shallower angle = more “side load”
• Shallower angle (smaller number) = slower upshift and faster backshift
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I wasn't gonna say anything...
