How a motorcycle wet clutch works
First, a few basics.
As shown in the images of a dirt bike wet clutch below,the clutch connects the engine and transmission via a series of alternating friction and steel plates.
The clutch basket (1) is attached to the engine. Friction plates (2) are attached to the clutch basket via splines along their circumference.
The hub (3) is attached to the transmission. Steel plates (4) are attached to the hub via splines on their inside opening.
The hub fits inside the clutch basket and the friction and steel plates are woven together, connecting the two components and creating one assembly.
The pressure plate (5) squeezes the friction and steel plates together, binding the engine to the transmission and moving the bike. Squeezing the clutch lever relieves pressure, allowing the friction and steel plates to separate and rotate independently. Now the engine can idle without the bike moving.
To illustrate, imagine sitting aboard a motorcycle or dirt bike with the clutch lever activated, idling at a red light or in a starting gate.
The light turns green or the gate drops. As you let out the clutch lever, the plates squeeze together. The transition from the friction and steel plates spinning independently to becoming locked together is an example of dynamic friction.
Oil vital to clutch performance
Motor oil plays a vital role in both areas.
Oils with incorrect frictional properties can result in inconsistent, or “loose,” clutch feel.
Oils with incorrect frictional properties can allow the plates to slip in some circumstances, which you’ll feel as lost power to the ground.
The oil’s additive chemistry has the greatest effect on performance. Friction modifiers, added to some passenger car/light truck motor oils to maximize fuel economy, can decrease the coefficient of friction within the clutch pack and result in excessive slippage.
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