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How-to: Install Race Cam Chain Tensioner

215858 Views 385 Replies 136 Participants Last post by  David CU
Here is my how-to guide for replacing the OEM cam chain tensioner with the official Triumph Race Cam Chain Tensioner kit. I apologize for not taking photos.

Purpose: To race modify your bike for racing and track day use, or as in my case, to eliminate once and for all the annoying buzzing/rattling from the cam chain. If you suffer this noise, which is fairly obvious and sounds like a rattle or buzz that occurs between 6000~8000 RPM and comes from the right upper side of the engine, near the handlebar area, you can eliminate it with the race CCT. The OEM CCT will only apply so much tension, and if your cam chain loosens over time, sufficient tensioning may no longer be applied by the OEM CCT, and at these RPMs the cam chain can actually start to rattle against the insides of the crank case, creating a very annoying sound. It could cause possible damage if left unchecked, leading to the cam chain snapping (as it did in my case). Although this issue has never been formally addressed by Triumph, they have in fact replaced their OEM CCT in the new for '09 Daytona with a new type. I recommend this mod to anybody experiencing the cam chain rattle/noise because it is an inexpensive and fairly simple fix to a potentially devastating and annoying issue with our bikes.

What You Need:

Race Cam Chain Tensioner ($105) from or ($52) from
Basic tools (metric sockets, wrenches, nothing you won't already have from tooling on the 675).

Opening the crank case:

1. Leave motorcycle on side stand, in Neutral and allow to cool completely. Remove only the right side fairing.

2. Remove the crankcase cover bolts, and make note of the one with the copper sealing washer (it is obvious where it goes when you put it back together).

3. Remove the crankcase cover and the crankcase sealing gasket. Clean the gasket of any oil and put aside for later. (If gasket is in poor shape you should replace it with a new one. It does not require silicone gasket maker sealer.)

4. Using a socket wrench (24mm socket), turn the crank clockwise until you reach Top Dead Center (TDC) which is when the little dot on the gear (1) lines up with the marker line (2) in the engine case.

5. Find a suitable wedge (piece of wood, rubber tubing, rag) to wedge between the cam chain tensioner guide and the crankcase wall to keep tension on the cam chain so it will not move when removing the old cam chain tensioner.

Removing the old tensioner:

1. Remove the center nut on the CCT and remove the spring inside it.

2. Remove the two bolts securing the CCT and remove the entire CCT unit.

Installing the Race CCT:

1. Assemble the Race CCT if necessary by putting the small o-ring on the long plunger bolt and apply some oil to it and thread it through the race CCT body. Thread it all the way through so that it is in it's fully backed-out position (as pictured below). Loosely thread the lock-nut to the threaded part of the plunger bolt. Apply the large o-ring to the Race CCT body and apply some oil to that o-ring as well.

2. Install the Race CCT and secure it with the two bolts provided. Torque to 9 N-m.

3. Hand tighten the plunger until you feel it meet some resistance when it contacts the cam chain tensioner guide (you won't see it so you have to go by feel). When you are sure you have hand-tightened the plunger up against the guide, you can safely remove the wedge you were using.

4. Now (using a 24mm socket) begin turning the crank again in a clockwise direction while applying light hand-tightening pressure on the plunger. Whenever there is slack you will feel the plunger tighten, that is, it will screw in bit by bit as it takes up the slack while rotating the crank. Continue until the plunger no longer tightens/turns while rotating the crank and all the slack has been taken up.

5. Now back the plunger off 1/4 turn.

6. Now tighten down the lock nut to a torque of 9 N-m, and make sure the plunger does not turn while tightening the lock nut.


1. Put the crankcase gasket in place. (Clean it off of any old oil that may be on it.)

2. Put the crank case cover in place, and secure with original bolts to a torque of 9 N-m. Make sure to replace the copper washer to it's appropriate location.

3. Replace the right side fairing.

4. Ride or race!


I have done this mod and my cam chain noises, buzzes, rattles, vibrations - whatever we call them - the annoying stuff that our bike does between 6000~8000 RPM have been eliminated! This has to be one of my favorite mods as a result because the bike is simply perfect again. It's also nice to know that if the buzz comes back for any reason, it's easy enough to re-adjust the Race CCT to take up any new slack that may occur in the chain, keeping the chain buzz free and safe from damaging itself.

I hope this how-to is of use to anybody wishing to do this mod. I am not a mechanically inclined or engine person at all and I was able to do this mod with no trouble... so enjoy!
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Getting ready to install APE tensioner on the bike. Read through the OP instructions which are very helpful. No mention of blocking the automatic tensioner oil pressure passage like the APE website mentions to prevent loss of oil pressure.

For those that have installed a manual tensioner did you block the passage or not?
I'll be installing the TT675-09 in my 2012 675R this evening. Does anyone know anything about this? I figure I'll be able to see the passage with the tensioner out, but just want to be sure.

Has anyone done anything in addition to the standard manual installation to block off the oil passage for the hydraulic CCT on 09+ Daytona 675s?
So, I spent the rest of the day wondering about the question I posted earlier and then it finally dawned on me to call APE.

For 2009 and newer bikes with a hydraulic tensioner, you do NOT need to worry about plugging up the oil passage in the block that feeds the hydraulic tensioner. The flange on the APE CCT is designed to seal it off.

The disclaimer on their website was written with Yamaha owners in mind, and some other older bikes that might require this to be done. Triumph owners have nothing to worry about in this regard!
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