FROM THIS POINT ON, AT IDLE, THE CLUTCH WILL SLOWLY BEGIN TO ENGAGE AT IDLE SPEED - THE HIGHER THE IDLE SPEED, THE MORE THE ENGAGEMENT WHICH WILL ACCELERATE WEAR.Īt 2000rpm the friction material has so much centrifugal force applied to it that the spring can no longer arrest the material and it completely contacts the drum. ONE MORE IMPORTANT THING TO NOTE IS THAT AFTER THE FIRST USE, SOME HEAT WILL INEVITABLY BE TRANSFERRED TO THE SPRING AND IT WILL STRETCH SLIGHTLY. This is the biggest CON for the Dry Centrifugal Clutch.
At this point, the drum is still slipping on the friction material because the amount of force is not great enough to overcome the friction from the back wheels. This begins to happen somewhere between 1500rpm and 1800rpm on the standard DRY CLUTCHES. The spring holds them together in a tight circle and they do not touch the drum.Īs the force pushing the friction material away from the centre increases to a point that it is greater than the force applied by the spring, the friction material starts to move outwards and contacts with the drum. You can rotate the drum freely when the unit is assembled as the friction material does not contact the drum.Īs the speed of the crankshaft rotation increases (RPM increases) there is more and more centrifugal force on the friction material. The drum sits over this material and is large enough so that the material does not contact the drum when it is fitted. It rotates with the engine because it is keyed and the key slots into the keyway on the crankshaft. The central shaft (not shown) slots into these splines and slides onto the crankshaft of the engine. You can see the transmission plate splines in the centre of the plate. In the picture above you can see the friction material installed onto the transmission plate. Picture below shows friction material and spring installed) The friction material & arrestor spring(s) The clutch comprises of three main pieces: Both our popular entry level stock clutch (such as the CLC3512) and our GT clutch (such as the CGT3512) both emply this technology slightly differently, but the concepts are the same. This makes them incredibly inexpensilve - one of their major pros. If you haven’t already done-so, it’s worth reading through our clutch guide here: īut if you don’t want to read that guide, here’s the excerpt that deals with how a clutch operates:īasic dry centrifugal clutches run a very simple method of power transfer.
Before we go through those, it is important to understand how a dry clutch operates. Well, there are three factors that come into play when choosing a gear ratio. So the big question is: “What is the right gear ratio for me?”
Streaker go kart driver#
To the uninitiated, new to the game, project builder or kart driver it can be a sea of numbers which, if chosen incorrectly, can result in either a top speed of virtually nothing at all, or in the worst situation a smoking destroyed clutch. When faced with gear choices such as sprockets on clutches and many different rear axle sprockets it’s not hard to become overwhelmed and confused – there really are a lot of choices. Guide – Choosing the right gear ratio for a dry centrifical clutch (or torque converter - see notes).
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