Clutch & Accessories

Sportsbike offers a wide range of motorcycle clutch components including slipper clutches, dry-clutch systems, wet-to-dry conversion kits, clutch plates, baskets, hubs, pressure plates, slave cylinders, master cylinders, clutch covers, springs and related clutch components.

Use the Bike Finder above and the Shop by Type options to narrow the range to clutch products suitable for your motorcycle.

Use the Sportsbike Bike Finder and the fitment information on the individual product page to confirm compatibility with your motorcycle make, model and year.

Clutch compatibility can also depend on the exact clutch type, basket, hub, plate pack, pressure plate, actuation system and other components already fitted to the motorcycle.

If you are unsure, email Sportsbike or call +61 466 869 364 with your motorcycle make, exact model, model year, the clutch product you are considering and a brief explanation of what you need help with.

A wet clutch operates in engine oil. The oil helps cool and lubricate the clutch components and generally makes clutch operation quieter.

A dry clutch operates outside the engine oil supply. This removes oil drag from the clutch pack and can make servicing and access easier on systems designed for it.

Dry clutches also have a distinctive mechanical sound and are strongly associated with many Ducati performance and racing motorcycles.

The characteristic metallic rattle or chatter heard from many Ducati dry clutches is caused by movement and clearance between components in the clutch pack, basket and hub.

Because a dry clutch is not surrounded by engine oil, these mechanical noises are much more noticeable than they are with a wet clutch.

Some clutch noise is therefore a normal characteristic of many Ducati dry-clutch systems and does not automatically indicate a fault.

However, excessive noise, sudden changes in sound, poor clutch operation, excessive play or visible wear should be inspected by a suitably qualified motorcycle mechanic.

Some riders convert from a wet clutch to a dry clutch for performance, servicing, styling or motorsport reasons.

Depending on the system, potential benefits can include reduced oil drag, easier access to the clutch pack, different heat-management characteristics, reduced rotating mass and the distinctive appearance and sound associated with a dry clutch.

The result depends entirely on the motorcycle and conversion kit. A dry-clutch conversion is not automatically an improvement for every motorcycle or rider.

Conversions can require a dedicated clutch assembly, basket, hub, housing, cover, plates, hydraulic components, spacers and other model-specific parts. Only use a conversion system specifically designed for the motorcycle.

A hydraulic clutch replaces the mechanical cable with a master cylinder, hydraulic line and slave cylinder.

Depending on the motorcycle and system, riders may choose a hydraulic conversion for more consistent lever operation, reduced cable maintenance, different lever feel or improved packaging.

A hydraulic system is not simply a direct substitute for every cable clutch. Master-cylinder size, slave-cylinder size, clutch travel, mounting and hydraulic requirements all need to be correctly matched.

Any cable-to-hydraulic conversion should use components designed for the exact motorcycle and be installed and set up by a suitably qualified motorcycle mechanic.

A slipper clutch is designed to reduce excessive engine braking during aggressive downshifts.

When back-torque becomes high, the clutch allows a controlled amount of slip. This can help reduce rear-wheel hopping, locking or instability during braking and corner entry.

The amount and behaviour of the slipper action depends on the clutch design, spring specification and setup.

Not unless the manufacturer specifically confirms that the components are compatible.

Clutch systems can use different basket tooth profiles, plate dimensions, stack heights, hubs, springs, pressure plates and internal clearances. Parts that appear similar are not necessarily interchangeable.

Always confirm the exact manufacturer part numbers and clutch configuration before replacing or combining clutch components.

Clutch friction plates and steel plates are wear components and should be replaced when they are outside the manufacturer's specified service limits or show signs of damage or deterioration.

Symptoms that may indicate clutch wear include slipping under acceleration, difficulty engaging smoothly, inconsistent engagement, excessive clutch drag or changes in lever or pedal behaviour.

Plates can also require replacement because of glazing, burning, contamination, warping or incorrect thickness.

A suitably qualified motorcycle mechanic should inspect the clutch and measure the components against the manufacturer's specifications before deciding which parts require replacement.

Some replacement clutch plates, complete clutch systems and conversion kits may require a bedding-in or initial-use procedure.

The correct procedure varies between manufacturers and clutch types, so there is no single break-in period that applies to every motorcycle clutch.

Follow the manufacturer's instructions for the exact clutch system and the advice of the qualified motorcycle mechanic carrying out the installation.

Stack height is the combined thickness of the clutch plates and other specified components that make up the clutch pack.

Correct stack height is important because it can affect clutch engagement, disengagement, spring loading, slipper-clutch operation and component clearance.

Incorrect plate combinations or stack height can cause clutch slip, drag, poor operation or component damage.

If the hydraulic clutch circuit has been opened for replacement of a master cylinder, slave cylinder, hydraulic line or another component, the system normally needs to be correctly filled and bled.

Air in the hydraulic system can affect clutch travel and operation.

Hydraulic clutch work and final system checks should be carried out by a suitably qualified motorcycle mechanic in accordance with the motorcycle and component manufacturer's procedures.

Sportsbike recommends that motorcycle clutch installation, servicing, conversion and hydraulic work is carried out by a suitably qualified motorcycle mechanic.

Clutch work can involve stack height, spring specification, basket and hub condition, component orientation, hydraulic bleeding, adjustment, clearances, torque settings and other model-specific requirements.

Wet-to-dry conversions, slipper-clutch installations and cable-to-hydraulic conversions can involve substantial changes to the original clutch system.

Product descriptions, fitment information and installation documents supplied by Sportsbike identify products and applications. They are not a representation that a customer is qualified, authorised or legally permitted to carry out clutch installation or servicing.

Incorrect installation, setup or adjustment can cause clutch failure, drivetrain damage, motorcycle damage, loss of control, injury or other loss.