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y0739 GPM Big Scale-ALLOY adjustable 3 block clutch for 1/5 scale On-Road models
G U D
 

EUR 99,90


piece - + shipping costs
all prices include VAT 19%


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Available from stock
Available from stock
Place your order within the next 18.05.21 14:00:00 and we will ship tomorrow, 18 . May 2021
GPM


regular Price GPM Big Scale - ALLOY 119,90 EUR
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The Big Scale-ALLOY clutch is equipped with 1.4 mm springs.
This version is particularly suitable for on-road use.


Adjustable 3-shoe clutch for:
Zenoah / Chung Yang / HPI - Fuelie / Smartech PT and many other engines.

The GPM-Big Scale clutch:
Suitable for racing and for the ambitious hobbyist driver. Unlike the stock clutch, the installed GPM-Big Scale clutch can be adjusted by turning one single screw. A 2.5 mm allen key wrench is required for this application.

Therefore it is possible to precisely adjust the clutch engagement depending on track characteristics.

Slight aluminum deposits in the clutch bell and corresponding wear marks in the clutch shoes are normal with the Big Scale ALLOY clutch and have no negative effect on the function.

Caution:
  • It is very important that when swapping the full-aluminum clutch shoes against the organic friction pads of a Big Scale CROSS or RACE to use a different or new clutch bell, because the rough surface of the aluminum deposits in the clutch bell left by the Big Scale ALLOY will cause a high wear on the organic pads.


Handling instructions for three-shoe clutches y0730 GPM Big Scale Cross, y0731 GPM Big Scale Race and y0739 GPM Big Scale-ALLOY

Installation:
The GPM Big Scale clutch will be bolted to the crankshaft using the supplied CSH-screw.
It should be noted that the use of thread locking compound on that screw is neither necessary nor recommended!

Removal:
Remove the CSH-screw with a 4mm Allen wrench; then insert a suitable M8 bolt and remove the clutch from the crankcase cone by tightening that bolt.

Hole for adjustment:
For clutch adjustment without removing the clutch bell a 4 – 4.5 mm hole must be drilled into the clutch bell for access to the adjustment screw. Placement of the hole depends on clutch bell dimensions and car; so you have to make your own measurements for the placement of the hole.
It is important that the drilled hole is thoroughly deburred (at least on the inside of the clutch bell) to prevent excessive clutch pad wear.

Breaking in:
A new clutch or shoes fitted with new pad should always be broken in. Therefore the clutch engagement speed should not be too high for the first tank of fuel. This gives the lining the possibility to adjust to the clutch bell without glazing.

The only difference between the three clutches is the clutch spring rate, which provides the optimal range for clutch engagement depending on the application.

The three available versions of clutch springs provide adjustability within the following RPM ranges:
Silver springs 1.3 mm y0730/05 (standard on Big Scale Cross): 5,000 – 9,500 RPM
Gold springs y0730/06 1.4 mm (standard on Big Scale Race): 6,500-11,500 rpm
Gold springs y0730/06 1.4 mm (standard on Big Scale ALLOY): 6,500-11,500 rpm

Adjustment:
Adjustment of the clutch engagement speed is done by one single screw using a 2.5 mm Allen wrench.

Turning the screw in increases the stall speed, backing it out will lower the stall speed. The adjusting screw is thread locked to keep the setting. Should you realize that the screw can be turned too easily please re-apply medium strength thread locking compound.

Finding the best clutch engagement speed:
The best clutch engagement speed should be found while driving on the track, it depends on engine characteristic, track layout, track surface and driving style.
It is recommended to start with the lowest setting (which means the set screw just touching the adjustment cam) and gradually turning the adjusting screw in while doing test runs after every adjustment.
If you feel that you have exceeded your best engagement speed (clutch will slip too much), back the screw out for a little bit to avoid excessive wear or glazing of the pads.
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