Brocks Performance Shootout Clutch Cushion Kit GSX-R1100/Katana (86-92) - Manual

BROCK DAVIDSON ENTERPRISES, INC.
www.brockracing.com
The
Brock
Davidson Clutch Cushion Kit
“So simple…you may have trouble figuring out how it works!”
Introduction
Congratulations on your purchase of the Brock Davidson Enterprises (BDE) Suzuki GSXR Streetbike
Shootout Clutch Cushion Kit (Part Number: S11-CCK). The purpose of this kit is to remove the chatter
associated with running a lock-up clutch without wheelie bars. The BDE Clutch Cushion Kit will function
with any lock-up on the market. We recommend the MTC lock-up (Part number: SFLG100 with the MTC
hardened buttons installed in the pressure plate) due to its design and tune ability.
The BDE Clutch Cushion Kit is not designed to compensate for failing clutch components. Inspect your
clutch hub, outer basked and backing plate springs before installation of this kit. The clutch hub develops
notches in the areas where the steel plates drive it. Slide a steel clutch plate over the hub, preload the plate
to the left while holding the hub stationary, and attempt to slide the steel in and out. If resistance is felt
over any notches, file them smooth or replace the clutch hub (Suzuki Katana Part Number 21410-48B00).
Perform the same test with the outer basket and a friction plate (preloading the friction to the right). File
the notches or replace the outer basket, the part numbers will vary depending upon which type of
crankshaft you are using (GSXR late model, early model, Katana, etc…) Also, inspect the outer basket
backing plate springs for sag. Shake the basket. If at least 1 spring doesn’t rattle, the baskets are usually
fine for a while, assuming the notches can be filed smooth. If all the springs are loose in the pockets,
rebuild or replace the basket.
The BDE Clutch Cushion Kit was designed to perform best with a STOCK hydraulic clutch system (not
cable) and GENUINE Suzuki steel and friction plates. Frictions and steels are available as a complete kit –
Suzuki GSXR (1990-1992) part number 21400-40C00. Aftermarket clutches are not recommended. If you
plan to sue your existing clutch, you will probably have an extra friction plate left over. Keep this plate for
use at a later time. We rarely install a complete new clutch assembly at once. Instead, the clutch is
regularly (every 4-5 passes) inspected for wear and/or damage. If any friction plates show signs of glazing
or smearing of the pads, or they measure less than the service limit (2.54 M or .100 inches) replace only
those plates. The same is true of the surface plate with the feeler gage. At the rack, we simply stack all of
the steel plates together and look for light between the plates, replacing only the plates that are warped. It
is typical for the steel plates to turn blue and show hot spots. Don’t be alarmed. A no-bar rider MUST slip
the clutch off of the line to prevent wheelies or tire spin; this is what generates the discoloration. The
weight on the lock-up takes over after the clutch is fully allowed to engage by the rider, preventing
excessive clutch slippage during the run. Some slippage is desired during the run to prevent excessive tire
spin or wheelies during the run and after the gearshifts.
Finally, the specifications outlined in these instructions were developed using several different engine
configurations and varying horsepower outputs. Chassis set-up, naturally aspirated and artificially induced
horsepower, in addition to rider style affect every application differently. We have found that these BDE
Shootout specifications work the best as a starting point in a majority of situations. These are the EXACT
specifications used during out historic Seven second passes at Rockingham.
If you can’t run in the Seven’s with this set-up…the problem is not in your clutch!
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