Nomad-ADV Billet Rhino clutch cover with increased oil capacity

SKU:

€229.00

Unavailable

per item

PRICES INCLUDE EUROPEAN TAX, TAX CAN BE DEDUCTED HERE(ex VAT: €189.26)

Why would you fit a Rhino clutch cover? Read more below

Fits KTM EXC 250/350/450/500 models from 2024 to 2025
Fits Husqvarna FE 250/350/450/500 models from 2024 to 2024
Fits GasGas EC 250/350/450/500 models from 2024 to 2024

Quantity

Add to Cart

The Rhino clutch cover explained

Why would you fit a Rhino clutch cover? Four main reasons:
1. Increased oil capacity.
2. Clutch debris trap
3. Stronger than OEM
4. Better cooling

The Rhino cover allows for 1.5 litre of engine oil, which is a 25% increase over OEM. Add to that a larger frontal area to keep the engine oil cool and you get a useful extended range between oil changes. Under normal conditions this allows for 3.000 km between services. Our own EXCs have over 35,000 km on the odometer, a mix of Trans European Trails and 12 hr runs on the German Autobahns on our way to Scandinavia. We change the oil every 3k but have done a few 4 and 5k stints as well. Both engines have not been rebuild, despite each having well over 550 hrs on them, and have as new compression.

Under the Rhino cover is a build-in sludge trap in the form of a machined pocket. The function of the sludge trap is to catch debris coming from the clutch, which would otherwise find its way through the whole engine with pretty disastrous effects.

The Rhino cover is made from Swiss made aluminium, in a very high grade and therefore immensely strong. Much stronger than the cast OEM cover.

Features

Much stronger than OEM
Beautifully machined, inside and out, from high grade Swiss aluminium
Hard anodised in black
Better cooling due to increased surface area
300ml Increased oil capacity, allowing for extended service intervals (1.5L total)
Reduces pressure on seals, gaskets and piston rings
Accepts OEM filler plugs, or the Powerparts anodised version
relocated filler opening for easier servicing
Clutch debris trap

How does it work?

When you put fresh oil in an engine it is clean and free from contaminants. The combustion process is what breaks down the oil and the reason why we have to periodically replace it. It's evidently clear that more oil will take longer to contaminate and break down. When an oil breaks down it also looses its viscosity, simply put a 10W50 oil becomes a very poor 10W oil. The thinned oil will find its way past piston rings and burn in the cylinder. The brunt oil will leave carbon behind, which gums up the rings and make the oil burning even worse. It’s a vicious cycle that will gradually destroy the engine. Changing the oil makes a difference in that the oil is no longer contaminated and broken down, but it won’t fix the gummed up piston rings.

So did the KTM engineers got it wrong on the amount of engine oil? No, but only when you adhere to the service intervals as stated by those same engineers and change the oil after 15 hrs of riding. So if you want to change your oil at the end of every second day riding then the standard volume is fine. However if you want to extend that oil change interval and use it under different circumstances such as prolonged on-road use as well, then increasing the volume is beneficial. Not just for the increased capacity but also to combat viscosity breakdown due to the increased heat build-up when riding in summer traffic.

If anyone disagrees with that statement then I'd challenge them to put their money where their mouth is and run their bike for extended periods with half the specified oil volume... or explain to me why the 690 and 701 have more oil capacity? It's not because of a bigger cylinder, as that's just a hole in an engine block, nor is the higher power produced, as the 690/701 actually produce less power per cubic cc than an FE/EXC. It’s simply to allow for extended service interval periods and keep the engine oil temperature in check.

The Rhino clutch cover has another advantage: it’s much stronger than OEM and has a sludge trap built into it, with its own drain plug. Stronger means stones won’t fly through it, destroying the engine in the process while the sludge trap is there to catch clutch debris which would otherwise find its way through the whole engine. As clutch material is very abrasive, having that pumped through your engine into every bearing is not good for engine longevity.

Finally, the increased frontal area of the Rhino clutch cover helps in cooling the engine oil, which in turn prevents oil degradation due to heat.

Precision engineered and machined

Designing and machining the Rhino cover for the EXC/FE/EC 2024-25 model
Designing and machining the cover was a big job. The difficulty was designing a cover which creates more air volume, more oil volume, create a bigger frontal area for cooling, is stronger than OEM and yet give the rider the same room for his or her feet. It’s billet machined, in-house, from a big solid block of Swiss made aluminium and requires over 50 individual operations using 21 different machine tools. The machining is done on our US made cnc milling machines, using only European made tools. Once the machining is done it’s hard anodised for optimum protection.
It took several prototypes, lots of headaches(!) and is more time consuming to make than a complete navigation tower. It hasn’t been an easy process, but the end result is more than worth it.