- The new TRIPLE roller option with a 1.25 diameter roller creates a very consistent smooth upshift and backshift with improved roller wear.
- This latest design creates a huge improvement in engine braking compared to our dual roller Tuner.
- All billet construction capable of using compression springs with different spring rate options.
- We have many helix angles see menu below. We can also provide custom helix angles to your desire for additional fees.
- XP 1000 secondary comes with required clutch housing spacer kit Part# 2001006.
- We also offer the option of a encapsulated helix design that keeps the driven from unloading, opening and going into high gear during breaking and jumping which some racers require.
- Can be used along with the stock primary or the STM primary. Best results are aquired when running both the STM primary and STM Tuner together.
* WE WILL CONTACT YOU POST CHECK OUT TO DISCUSS THE OPTIONS LISTED BELOW BEFORE SENDING OUT YOUR ORDER.
Helix Angle Options:
- 35 Degree
- 35 Degree Gen 2 ATV Tuner Helix Encapsulated
- 35/40º Gen 2 ATV Tuner Helix Encapsulated Large Radius
- 35/45 Degree
- 35/45Aº Gen 2 ATV Tuner Helix Encapsulated
- 35/45º Gen 2 ATV Tuner Helix Encapsulated Large Radius
- 35/55Aº Gen 2 ATV Tuner Helix
- 36 Degree
- 36 Degree With Engine Brake
- 38 Degree
- 38 Degree With Engine Brake
- 40 Degree
- 40 Degree With Engine Brake
- 40 Degree Encapsulated
- 40/35 Degree
- 40/35 Degree With Engine Brake
- 42 Degree
- 42 Degree Encapsulated
- 45 Degree
- 45 Degree With Engine Brake
- 45 Degree Encapsulated
- 45/35 Degree
- 45/35º Gen 2 ATV Tuner Helix Encapsulated
- 45/36 Degree With Engine Brake
- 45/40 Degree
- 45/40º Gen 2 ATV Tuner Helix Encapsulated Large Radius
- 50 Degree
- 50º Gen 2 ATV Tuner Helix Encapsulated
- 50/38 Degree
- 50/40 Degree
- 50/40º Gen 2 ATV Tuner Helix Encapsulated
- 50/40 Degree With Engine Brake
- 50/45º Gen 2 ATV Tuner Helix Encapsulated
- 55/45 Degree
- 58/48 Degree
- 60/50 Degree
- 1 through 7
- Long (Stock, STM Rage 3S, STM Rage 3P, CVTech or QSC primaries only)
- Short (For use with STM Primary)
- PS-6 Silver Spring 165/300
- PS-7 Yellow Spring 165/310
- PS-11 Pink Spring 185/300
- PS-14 Maroon Spring 185/320
- PS-13 Gold Spring 190/335
- KSS8 Lime Green Spring 198/322
- KSS12 Blue Spring 233/337
Can Am clutch housing flange adapter required for 2014-2015 models.
Here are some general clutching concepts:
Primary clutch (Drive Clutch) is the front clutch off the motor.
Secondary clutch (Driven Clutch) is the rear clutch connected to drivetrain.
Peak RPM is the RPM the machine sits and holds most of the time at WOT. This needs to be in your model's peak powerband for best results. (BMP supplies you with your optimum peak RPM when purchasing clutch kits).
More Primary Clutch Weight equates to less peak RPM & greater belt squeezing force.
Less Primary Clutch Weight equates to more peak RPM & less belt squeezing force.
Primary Spring Starting Rate controls engagement.
Stiffer Primary Spring Starting Rate equates to higher engagement RPM.
Softer Primary Spring Stating Rate equates to lower engagement RPM.
Primary Spring Ending Rate controls up shift, back shift & peak RPM.
Stiffer Primary Spring Ending Rate equates to a slower upshift, quicker backshift, more peak RPM.
Softer Primary Spring Ending Rate equates to a faster upshift, slower backshift, less peak RPM.
Steeper Helix Angle equates to a faster upshift, slower backshift.
Shallower Helix Angle equates to a slower upshift, faster backshift.
Stiffer Secondary Spring Finish Rate equates to a slower upshift, faster backshift.
Softer Secondary Spring Finish Rate equates to a faster upshift, slower backshift.
* Adding horsepower normally means you need to add clutch weight, go steeper on the helix angle, or both. Most small modifications only require adding clutch weight while larger horsepower modifications will require you to change both. Not changing clutching when you add horsepower will result in over-revving.