As this bike is new to you, you don’t yet know the condition of the components fitted. My advice is that you strip the clutch and inspect it rather than adjust it, if all is well inside, then the cost is only a primary case gasket—but at least you will know.
I would expect that you already have a 7 plate conversion fitted by the Previous Owner, he has made so many other sensible and expensive modifications, I expect he will have done this already, as it is probably the best £100 you can spend on a Triumph twin.
To strip inspect, reassemble and adjust:
1) With the bike in 5th gear, disconnect the clutch cable at the handlebar lever, this is the first thing to disconnect , and the last to reconnect. (Unless you have a hydraulic conversion)
2) Drain primary oil, remove LH footpeg and gearlever, remove primary cover—newspaper on the ground helps soak up oil drips.
3) If you have belt drive, you are likely to have a different clutch, if you have a primary chain then you are likely to have a standard clutch with uprated components.
4) Slacken the central locknut 1/2 a turn in preparation for later adjustment. Remove the 3 load springs using a special Triumph tool or a modified screwdriver, take off the clutch pressure plate. Pull out the pushrod and check for damage (using a magnet helps)
5) Remove the clutch drive and plain plates one by one, you will need to wiggle them past the gear selector. Hooks and magnets help. If you put the bike on the sidestand Issac Newton will assist also.
6) Inspect all of the plates for flatness, placing them on a sheet of plate glass helps you spot warpage, and all of the tangs for burrs (dress any burrs with a file if necessary)
At this point you will need to decide if the plates are serviceable or need replacement.
7) check carefully the clutch drum for wear and notches where the clutch drive plate tangs locate. Check carefully where the plain plate tangs locate in the clutch hub for wear and notches. These should be smooth.
If there is a small amount of damage, then the worn faces can be dressed with a file or on a mill, if they are badly worn (notched) then replacement is needed. If you file the faces manually, be aware that the distances between the faces are critical for an even drive through the clutch, they need to be filed by an even amount.
8) Look at the plate at the centre of the clutch hub, if there is black gunge oozing out of it, then it is likely the cush drive in the hub has failed and needs replacement. If you grab the hub and turn it backwards and forwards hard (there is a tool you can buy or make), you might feel some free play if it failed badly (do not confuse this with gearbox backlash). Holding the rear brake on helps.
If you suspect the cush drive is weak or failed, replace the cush drive rubbers.
9) Behind the clutch there are 20 loose roller bearings and a thrust washer, you will need to decide if you want to inspect these. The rollers do not give trouble, but the thrust washer can wear badly. Inspecting them requires a lot more work. Locking the clutch, removing the centre hub nut, using a special puller to break the taper lock of the clutch on the gearbox mainshaft, removing the alternator and drawing off the clutch, primary chain and gearchange shaft as one unit. You then have to press the clutch central boss off of the hub. The rollers and thrust washer are then visible. Replace as necessary. (Request in another post reassembly procedure)
10) If you did not remove the hub (or now have it refitted) it is time to reassemble. The clutch.
11) Put the bike back on the centre stand. Clean the plates and refit the plates one by one, starting with a drive plate, until all plates are fitted. If you have 7 drive plates you are lucky, if you have 6 drive plates seriously consider buying a 7 plate conversion as you are already experiencing clutch drag.
12) When the last plain plate is in put the pushrod back in, refit the pressure plate and springs, wind the springs down evenly with the adjuster nuts, the nuts should be flush with the pressure plate.
13) The next stage is crucial to prevent clutch drag; screw in the central pushrod adjuster screw until all free play is removed, then keep screwing it in until the pressure plate has been lifted completely clear of the drive plates.
Make up a pointer so that it’s tip is close to the pressure plate (a coathanger or piece of wire will do). Spin the rear wheel slowly, if you observe any wobble on the pressure plate as it turns, you must adjust the tension of the springs accordingly to balance them out. Take care to get the tension balanced so there is no visible wobble on the plate.
12) Once you are happy with the plate setup, screw out the central pushrod adjuster until the pressure plate is in full contact with the drive plates. You will now need to set the pushrod clearance, finding the contact point can be hard, screw out the adjuster so you definitely have clearance. Very delicately with thumb and forefinger only screw in the adjuster so it contacts the pushrod, you might need to go in and out several times to feel the contact point, it is a slight change in pressure on the screwdriver that can be hard to determine. Once you have found the contact point turn the adjuster back 1/2 turn and tighten the locknut.
13) refit the primary cover plate, gearlever, footpeg and click the bike through the gearbox to neutral (turning the rear wheel helps).
14) Through the top inspection cap pour in 100-150cc of the oil you used for the engine.
15) refit the cable at the handlebar end, adjust so you have a tiny amount of free play, with the bars tuned from lock to lock.
16) Go for a ride, seeking out as many red traffic lights as possible.
17) If the clutch still slips, try tightening the springs 1 complete turn (unfortunately this requires cover removal and wobble adjustment). If it still slips, replace the springs (again requires cover removal and ‘wobble’ adjustment)
(I have not covered adjusting the primary chain here, but while the cover is off it is a good idea to do so)
Real men use kickstarters!
Last edited by Rancidpegwoman; 06-22-2019 at 07:02 PM.