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Tech. Advice: Series 'B' / 'C' 500cc/1000cc Bikes
Increasing clutch lift for multiplate clutches
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<blockquote data-quote="ClassicBiker" data-source="post: 114147" data-attributes="member: 1632"><p>You are correct the reason the complex servo clutch was conceived was to overcome the lack of suitable materials at the time to transfer the available power. The inadequate Burman clutch featured on the series A was proof that both PCV and PEI were happy to use a propriety item if 1) it were up to the task at hand, 2) it reduce overhead costs, there by maximizing profits. Advancements in available friction material, spring steels, heat treatment all make the far simpler multiplate clutch a viable option. The last of the Meridan Bonnevilles were making in the neighborhood of 50 HP as they came from the factory and many owners made a few simple mods to push that output beyond the 55 HP of a Vincent twin and all transmitted their power through multiplate clutches. Today's superbikes transmit more than twice the power of a twin through multiplate clutches with no problems. I very much doubt either PCV or PEI would have given a thought to designing the servo clutch had the Burman clutch been capable. The price of any vehicle is dependent on the cost of building it versus what the public is willing to pay. The cost of the servo clutch undoubtedly had a detrimental effect on profit as it was manufactured specifically for a Vincent twin and never achieved the economy of scale that Burman experienced for their clutches.</p><p> Does the servo clutch work? Undoubtedly it does. Do multiplate clutches work? They do. Do multiplate clutches have toggles and pins that can wearout? No they don't. Do multiplate clutches have shoes that require specialist services to reline? No they don't. Does my home made multiplate clutch using Triumph twin hub and basket, commercially available Kevlar friction plates care about any oil that might might weep past PD26? Not in the least. The mechanical advantage created by the clutch lever, G91/1, and ET27/2SS means the effort on my part to lift the clutch, even though I use Kibble White 750 springs, is completely acceptable.</p><p>I would ask if the servo clutches is all that and a bag of chips why didn't it find its way on to the Meteor, Comet, or Grey Flash? It is often said that one of the reasons for the existence of the servo clutch was so that injured veterans would have an lighter clutch to use. Surely veterans bought the 500 cc models as well as the 1000 cc models. I would suggest the reason the servo wasn't fitted, was the Burman was found to be adequate and cost effective. Finally, even when a Burman clutch does give problems on the 500 cc models, no tries and fit a servo clutch as a solution. They fit a Honda clutch, superior materials, less expense, simpler.</p><p>Steven</p></blockquote><p></p>
[QUOTE="ClassicBiker, post: 114147, member: 1632"] You are correct the reason the complex servo clutch was conceived was to overcome the lack of suitable materials at the time to transfer the available power. The inadequate Burman clutch featured on the series A was proof that both PCV and PEI were happy to use a propriety item if 1) it were up to the task at hand, 2) it reduce overhead costs, there by maximizing profits. Advancements in available friction material, spring steels, heat treatment all make the far simpler multiplate clutch a viable option. The last of the Meridan Bonnevilles were making in the neighborhood of 50 HP as they came from the factory and many owners made a few simple mods to push that output beyond the 55 HP of a Vincent twin and all transmitted their power through multiplate clutches. Today's superbikes transmit more than twice the power of a twin through multiplate clutches with no problems. I very much doubt either PCV or PEI would have given a thought to designing the servo clutch had the Burman clutch been capable. The price of any vehicle is dependent on the cost of building it versus what the public is willing to pay. The cost of the servo clutch undoubtedly had a detrimental effect on profit as it was manufactured specifically for a Vincent twin and never achieved the economy of scale that Burman experienced for their clutches. Does the servo clutch work? Undoubtedly it does. Do multiplate clutches work? They do. Do multiplate clutches have toggles and pins that can wearout? No they don't. Do multiplate clutches have shoes that require specialist services to reline? No they don't. Does my home made multiplate clutch using Triumph twin hub and basket, commercially available Kevlar friction plates care about any oil that might might weep past PD26? Not in the least. The mechanical advantage created by the clutch lever, G91/1, and ET27/2SS means the effort on my part to lift the clutch, even though I use Kibble White 750 springs, is completely acceptable. I would ask if the servo clutches is all that and a bag of chips why didn't it find its way on to the Meteor, Comet, or Grey Flash? It is often said that one of the reasons for the existence of the servo clutch was so that injured veterans would have an lighter clutch to use. Surely veterans bought the 500 cc models as well as the 1000 cc models. I would suggest the reason the servo wasn't fitted, was the Burman was found to be adequate and cost effective. Finally, even when a Burman clutch does give problems on the 500 cc models, no tries and fit a servo clutch as a solution. They fit a Honda clutch, superior materials, less expense, simpler. Steven [/QUOTE]
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Tech. Advice: Series 'B' / 'C' 500cc/1000cc Bikes
Increasing clutch lift for multiplate clutches
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