- Brembo master cylinder unit
- Optional Brembo mirror clamp
- MMS slave cylinder
- Stand off (Darmah kits only)
- Clutch rod removal rod
- Roll pin and punch
- Line adapter
- Banjo bolt with bleed nipple
- Slave piston with spare seal
- Standard banjo bolt
- Straight banjo fitting
- 45 degree banjo fitting
- 90 degree banjo fitting
- Stainless steel braided line
(clear plastic sheathed)
750ss
750GT
750Sport
860GT right hand shift only
900GTS right hand shift only
Price $380.00 US currency converter
900ss
Darmah
Darmah ss
Price $395.00 US currency converter
Please indicate which banjo fitting
and bolt style you require at time of order
Prices do not include shipping,
or any duty or applicable sales tax
required by a destination country
other than the United States.
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This is the most complete and highest quality aftermarket kit I have seen in a long long time. I installed the complete conversion in under 4 hours and it probably shouldn't have taken that long!
Karl includes the most detailed instructions you could ever need, written so clearly that even I understood them.
Everything you require is included in the kit, right down to a 14" rod to push the clutch throw rods out and the correct punch to push out the roll pin. Amazing!
There are a couple of options and things you need to think about before you order, like if you want a straight, 45, or 90 degree banjo connector for the master cylinder (I used the straight one, but you may want a different one depending on your application). Karl includes one (whichever one you tell him) in the kit. You need to choose either a standard banjo bolt, or one with a bleed nipple. The way Karl has you assemble the components makes for really easy, or non existent bleeding, but I ended up using the nipple bolt anyway.
The only other thing to keep in mind is that if you're not using bar-end mirrors you will need the Brembo clamp for the master cylinder that is drilled and tapped for a mirror.The standard one is not. Brembo doesn't include that part and it is $7.00 more
The installation process requires some minimal alterations of the sprocket cover, that can be done with a Dremel, hacksaw, or even a file. You remove one small web from the clutch actuation arm pivot, and widen the lower of the two case slots about an 1/8th inch. It's really simple and not "irreversible", if you wanted to go back to stock as none of the alterations are visible.
view: photos and installation instructions
Does it work... put it this way, some of that 4 hours was spent trying to bleed the system because I thought nothing was happening, when in reality the clutch was working away every time I pulled the lever. Light does not accurately describe the feeling, it's super light, yet after only a couple of dramatic launches (when releasing the clutch this one picks up right away where as my cable clutch didn't grab until it was nearly all the way out) you can still get good "feel" with it. I was very pleasantly surprised.
The only thing I did different was to add one of those rubber boot things that cover up the master cylinder/banjo/hose connection. I used one off a Honda. None of the modern bikes use them these days, but as my brake master cylinder had one I think it looks better with it. Just my opinion. Karl has mentioned that he might include one in the kit down the road. You can pick one up at any Honda dealer for $4.99 Canadian ($3.17 US or $500.00 Aus)
The bad news... 860's (and 900GTSs) with left hand shift conversion can't use this kit. The selector shaft and that big curved linkage arm are right where the slave cylinder goes... which is too bad because the clutch pull is so light and smooth. I have a feeling that I'll be looking for right hand shift parts for Sue's bike pretty quick here.
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