2017 Suzuki GSX-R1000 | Episode 8 – Dragstrip Prep – Clutch Mod Conversion

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Brocks Performance

Stock to Brock : 2017 Suzuki GSX-R1000

Dragstrip Prep – Clutch Mod Conversion

Have you ever been to the drag strip and watched the latest/greatest/super-fast sportbike run as slow as molasses? Maybe the rider sucks? Or maybe the rider doesn’t have the correct set-up for drag racing, especially in the clutch department. In preparation for a trip to the strip with Gixzilla, Brock personally demonstrates how an industry trend moving towards ‘ramp-style’ slipper clutches is making a quick trip down the drag strip even more elusive. Naturally, Brock not only cures this issue, but he takes you on a detailed ride while doing it.

Grab your popcorn and enjoy, ‘2017 GSX-R1000 S2B: Episode 8 – Dragstrip Prep – Clutch Mod Conversion’.





Check out the 2017 GSX-R1000 Information Page

The Details:

  • 2017 GSX-R 1000L7 Standard model (not the ‘R’ version) purchased from Fun For All Motorsports Elizabethtown, KY
  • Traction control – Motion Track Traction Control Standard (TC=OFF during testing)
  • Suzuki Drive Mode Selector (S-DMS) Power Mode=A (max power selected during testing)
  • Fuel used during test = Shell 89 Octane (choices available at our local Shell = 87, 89, 93 – we selected mid-grade for our tests)
  • Rear tire: Stock Bridgestone Battlax RS10 190/55/ZR17 – 35 PSI Nitrogen
  • Motor Oil: As delivered (unknown)
  • Air Filter: OEM
  • PAIR: Blocked
  • 5th Gear Pulls

Dynojet Model 250I dyno using DynoWare RT and WinPep 8 dyno control – displaying the SAE scale (unless noted otherwise in video)

0:07 – Video introduction
1:45 – Warming up the tires in ‘Mexico’
5:40 – Drag-style launch demonstration before conversion
7:33 – Preparing the bike for modification
8:10 – Secondary free play adjustment access cover
9:39 – Removing clutch cover and gasket
11:30 – Hey Brock, do I have this kind of clutch in MY bike?
12:03 – Removing clutch springs and stopper plate
12:18 – Removing clutch assembly for inspection and conversion
13:30 – Explaining to OEM ‘ramp-style’ clutch
15:35 – Explaining clutch conversion components
16:15 – Demonstrating a two-piece back-torque limiter
17:13 – Explaining the one-piece Brock’s Performance Ultra Mod
18:05 – Measuring current clutch plates for reference
20:06 – Installing hyper plate with existing plates
21:40 – Comparing replacement steels/fibers to original
22:45 – When does stack height become a problem?
24:44 – Modified clutch pack measurements vs original
25:25 – Begin Installation of the converted clutch assembly
27:50 – Installing the steel and fiber plates
30:00 – Fixing and installing the damaged pressure plate
30:55 – Checking the springs installed height
31:50 – Verifying spring pressure with the Rimac spring tester
32:42 – Torqueing the clutch spring bolts
33:10 – Correcting the primary and secondary free play adjustment
35:50 – Frequency of trackside clutch adjustments
36:45 – Final assembly of the converted clutch
40:08 – Bike configuration and clutch lever adjustment
41:50 – Drag-style launch demonstration after conversion

Visit www.BrocksPerformance.com for additional information, installation instructions, information forums, and FAQ sections.


About Brock’s Performance: Brock’s Performance leads the way in sportbike innovation for acceleration addicts. From exhaust systems to wheels, this championship-winning company designs, builds and sells more than 3000 products that make it easier and safer for racers and street riders to reach record-breaking results through a never-ending process of research, development and track testing. For more information about Brock’s Performance parts, go to BrocksPerformance.com or call 937-912-0054.