Britfighter
Member
Seems my sprag clutch needs replacing
Anyone in Australia had this problem and could help sourcing parts etc i am in Perth WA
Anyone in Australia had this problem and could help sourcing parts etc i am in Perth WA
95 Speed Triple Sprag Clutch
- Thread starter Britfighter
- Start date
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otroz
Member
.......hi I have just bought a 98 Sprint 900 via ebay and sadly sprag seems shot....was hoping you may have found any Australian
parts perhaps. I hear some models have an access plate fir this job..and some do not
Meaning a major rebuild. Thanks for any tips! Otroz.
The early Trophies had a lid on the gearbox which makes sprag changing possible without engine removal,
I have done it three times on my 93 model!
Symptoms are horrible grinding noise when trying to start soon resulting in non starting.
The official workshop manual is useful and I have managed without special tools other than the ones I made at home, some flat steel strip to make a lock for the alternator drive to allow the drive bolt to be undone and replaced.
The clutch locking system I devised after trying to cut one from alloy plate( too much sawing and filing)
I drilled through an inner and outer plate and locked them together with six self tapping screws, deburr the holes after use and there has been no ill effects.
My first replacement sprag was a duff one from ebay, it slipped as badly as the one I took out (got a full refund from the seller), then the new Triumph supplied one wouldn't fit!!a phone call and I was told that the casing needed modifying to give clearance as the new sprag was slightly larger in diameter and a fly cutter was available for hire. I stuffed the top of the box with paper towel and got to work with a dremel die grinder and removed enough aluminium to give clearance, vacuumed out all the loose bits and carefully removed the paper towel.
The worst part is getting the clutch centre spline back through the clutch and the gear behind it, five or six tries, hair tearing and then in it goes! it would probably be easier if the bike was laid on its left hand side.
My theory of sprag failures is that they are effectively a roller bearing with figure eight rollers that slip for most of their life and only grip when starting, there is no specific oil supply and they are at the top of the engine and both my failures occurred after long fast foreign trips with possibly low oil levels which would give the sprag the worst possible time!
The Trophy has done over 90,000 miles and is going well, looking forward to some more European trips this year. Bateby.
I have done it three times on my 93 model!
Symptoms are horrible grinding noise when trying to start soon resulting in non starting.
The official workshop manual is useful and I have managed without special tools other than the ones I made at home, some flat steel strip to make a lock for the alternator drive to allow the drive bolt to be undone and replaced.
The clutch locking system I devised after trying to cut one from alloy plate( too much sawing and filing)
I drilled through an inner and outer plate and locked them together with six self tapping screws, deburr the holes after use and there has been no ill effects.
My first replacement sprag was a duff one from ebay, it slipped as badly as the one I took out (got a full refund from the seller), then the new Triumph supplied one wouldn't fit!!a phone call and I was told that the casing needed modifying to give clearance as the new sprag was slightly larger in diameter and a fly cutter was available for hire. I stuffed the top of the box with paper towel and got to work with a dremel die grinder and removed enough aluminium to give clearance, vacuumed out all the loose bits and carefully removed the paper towel.
The worst part is getting the clutch centre spline back through the clutch and the gear behind it, five or six tries, hair tearing and then in it goes! it would probably be easier if the bike was laid on its left hand side.
My theory of sprag failures is that they are effectively a roller bearing with figure eight rollers that slip for most of their life and only grip when starting, there is no specific oil supply and they are at the top of the engine and both my failures occurred after long fast foreign trips with possibly low oil levels which would give the sprag the worst possible time!
The Trophy has done over 90,000 miles and is going well, looking forward to some more European trips this year. Bateby.
The trick with these sprag clutch's is to keep the battery in tip top condition, always start the bike in neutral with the clutch lever pulled in.
I replaced mine on the 98 Sprint I had. Wasnt that bad all things considered.
