The Vincent lift mechanism suffers from short lifting travel and poor strength in the right side arm G91 . Too mush spring pressure and this bends , distorts reducing travel . Only redesign will correct this weakness , so one must work around it . And this affects outer plate lift off in any clutch used .
First one must increase travel of the pushrod focusing on the handlebar lever and the inner tip of G94 . The hb lever s abutting tips are ground back evenly nearing an eighth inch to increase its swing , and the sharp end of G 94 is likewise carefully ground back on its tip to provide greater travel of the lever G 91 . Be careful not to remove too much ruining it . Then the clutch cable is readjusted to take advantage Of the greater travel these two changes offer . And then you must readjust the cover adjustor to suit the cable travel and still allow a wee bit of inner arm slack before contact with the pushrod . Be sure to use plenty of HMP grease on the inner moving surfaces and that the bottom of the inner arm slides freely .
Now you have maximum rod travel possible . The Works method of checking for clean clutch release is to select fourth gear , lift the clutch and spin the rear wheel . If all is well it should spin very easily , almost as if in neutral .
With a multiplate all of that applies equally . We use Videans latest V 3 unit in our Vincati , a lovely piece of gear . However it suffers from too much spring pressure and needs only every other cup and spring , ie. three , not six . Iff this proves too soft then pop in a washer to increase those remaining applied pressure . Neal also offers slightly heavier springs if needed , still using only three .
This change gives a easy lift without stressing the inner arm G 91 , giving a sweet action and max liftoff .
We run it slightly wet to eliminate wear but reduce drag by going to synth . ATF IN THE PRIMARY , and admitting it to the clutch chamber with a single one quarter inch drilled hole sited behind the clutch exactly at the normal primary fluid level . Before assembly of the clutch soak its friction plates overnite in the same ATF , draining well before proceeding the following day .
Adjust the center throw off closely but careful to leave a quarter inch of lever travel at the bar before any lift is felt . There you are , go enjoy ! It will improve as the plate surfaces smooth off giving even cleaner release .
You should do what is possible to lessen transfer of motor oil into the primary case as this will dilute gradually the new fluid .
With the ORIGINAL Vincent clutch . A few reminders will give improved function and freeing off .
The centralizing plungers should compress nicely with a firm thumb squeeze , both of them , not come up solid before 3/4 s of their travel . They must extend out and firmly press on their pins when at rest , both of them . There must be about 25 thou clearance around the inner drum surface and the lining segments to allow for drum wobble , this always there at idle with clutch lifted .
The ends of all segments must be champhered back , no sharp leading edges , both ends to give smooth engagement . No oil in the assembly as it will be flung out into the drum spoiling grip .
All the earlier adjustment details still apply . These all seem simple but must be as described . Good luck . Sid .
First one must increase travel of the pushrod focusing on the handlebar lever and the inner tip of G94 . The hb lever s abutting tips are ground back evenly nearing an eighth inch to increase its swing , and the sharp end of G 94 is likewise carefully ground back on its tip to provide greater travel of the lever G 91 . Be careful not to remove too much ruining it . Then the clutch cable is readjusted to take advantage Of the greater travel these two changes offer . And then you must readjust the cover adjustor to suit the cable travel and still allow a wee bit of inner arm slack before contact with the pushrod . Be sure to use plenty of HMP grease on the inner moving surfaces and that the bottom of the inner arm slides freely .
Now you have maximum rod travel possible . The Works method of checking for clean clutch release is to select fourth gear , lift the clutch and spin the rear wheel . If all is well it should spin very easily , almost as if in neutral .
With a multiplate all of that applies equally . We use Videans latest V 3 unit in our Vincati , a lovely piece of gear . However it suffers from too much spring pressure and needs only every other cup and spring , ie. three , not six . Iff this proves too soft then pop in a washer to increase those remaining applied pressure . Neal also offers slightly heavier springs if needed , still using only three .
This change gives a easy lift without stressing the inner arm G 91 , giving a sweet action and max liftoff .
We run it slightly wet to eliminate wear but reduce drag by going to synth . ATF IN THE PRIMARY , and admitting it to the clutch chamber with a single one quarter inch drilled hole sited behind the clutch exactly at the normal primary fluid level . Before assembly of the clutch soak its friction plates overnite in the same ATF , draining well before proceeding the following day .
Adjust the center throw off closely but careful to leave a quarter inch of lever travel at the bar before any lift is felt . There you are , go enjoy ! It will improve as the plate surfaces smooth off giving even cleaner release .
You should do what is possible to lessen transfer of motor oil into the primary case as this will dilute gradually the new fluid .
With the ORIGINAL Vincent clutch . A few reminders will give improved function and freeing off .
The centralizing plungers should compress nicely with a firm thumb squeeze , both of them , not come up solid before 3/4 s of their travel . They must extend out and firmly press on their pins when at rest , both of them . There must be about 25 thou clearance around the inner drum surface and the lining segments to allow for drum wobble , this always there at idle with clutch lifted .
The ends of all segments must be champhered back , no sharp leading edges , both ends to give smooth engagement . No oil in the assembly as it will be flung out into the drum spoiling grip .
All the earlier adjustment details still apply . These all seem simple but must be as described . Good luck . Sid .