much appreciated thread. Love to see the internal on our bikes....keep up the good work
Thanks for the post and pics! I have a 116 as well and it over powers the clutch in the higher gears even when adjusted properly. I have the Barnett kit as well and will either have the dealer do it when they do the new pistons and rods or now that I’ve seen it isn’t too bad I may tackle it my self.Well, finally got some time to tear into the clutch on my 116 Dark Horse. Since upgrading the power on this bike it has been able to out pull the clutch even with the Indian upgraded springs and a good condition stock clutch pack. This has mostly been noticeable in 5th and 6th gear wide open throttle, I have to back off the throttle to keep her from slipping too much. Barnett racing clutch to the rescue!
Step one: externals - pull floorboard and shift linkage as well as clutch cable, put drain pan under cover and pull cover.
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Here you can see the clutch basket, primary and secondary drive gears, torque compensator.
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From this side you can see that pesky plastic oil pump drive gear. Mine seemed to be very loose fitting, but seems to be designed that way.
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I was expecting to see a lot cleaner internals on a bike with only 3800 miles, but I don't have any comparisons with others. Maybe the slipping clutch has contributed to a little extra debris in the oil.
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Here is the clutch basket with springs and plates removed... all looks in perfect condition.
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NEXT installment - parts comparisons and reassembly
Wow great pictures Diesel.The Indian workshop manual will also be a good reference because it has sequential actions listed and torque specs, warnings, and so on. This job on a very low mileage upgrade will be somewhat different (easier) than a high-mileage repair. These parts can have high amounts of wear and tear over their lifespan and must be inspected and fitted very carefully to ensure longevity and proper performance. If you are not mechanically skilled and experienced, it would be best to have skilled help on this type of job. I will illustrate with the next installment.
I was pretty sure I could not be the only early 116 adopter to fall into this clutch deficiency. I previously posted a teaser to see if anyone would respond and that post seems to have simply "disappeared". I do not always run this bike flat-out to overstress the stock clutch, and I don't use her for drag racing, but when I wants her to go, I don't want any weak or marginal components stopping the show! The stock Polaris clutch (even with the 116 kit springs) slips under that much horsepower and it will self-destruct if pushed hard enough. My friction plates all were perfect, but the steel plates were already showing signs of wear from slippage.Thanks for the post and pics! I have a 116 as well and it over powers the clutch in the higher gears even when adjusted properly. I have the Barnett kit as well and will either have the dealer do it when they do the new pistons and rods or now that I’ve seen it isn’t too bad I may tackle it my self.
Any specs on the 116 kit springs?Stock clutch springs spec out at 73PSI @ their 1.200" installed height, the Barnett's spec out at 79 PSI at the same 1.200". NOT a big increase, only bout an 8% difference.
Barnett sent me some stiffer springs which are monsters, 92PSI @ same 1.200"!!!
The extra plate kit offers more surface area, and that's a good thing.
I can send you one. Barnett could not tell me if their kit springs were any stiffer than the Indian available parts. I do not think the extra clutch friction surface area alone will cure our problem... It will take some strong springs.IF someone had one to send I'll spec it and post the results.