212CC Torque Converter 6.5 HP 3/4" Go Kart Mini Bike Comet Clutch 10T 40/41 and 12T 35 Chain Predator Driver Pulley Replacement Set - 30 Series

What an amazing product. Perfect for my Ct200uex (with a riser). I feel like most of the bad reviews are folks the installed it incorrectly. All the fasteners are left loose so you can swap the sprocket for a #35 chain, so check everything before your first ride. I'm really happy it came with American fasteners for predator engines. I literally bolted it together and it works perfectly even after several hours of mobbing the neighborhood. The belt seems to be mid, as after a few hours its looser and noticeably wearing. I ordered some 5959 belts because Google AI said they're interchangeable and the 5959 belt is more durable. So I recommend ordering some spare belts. You will need a riser plate if you're putting this in a minibike. My 224 predator minibike is pulling wheelies off the line and went from 36 to 49 phone tops speed. The clutch on the engine is noisy, that's probably my only real complaint. It's kinda "clacky" at idle, where as the super 30 "juggernaut" is quiet. But still for the money 10/10 recommend

This 212CC 6.5HP pair converter is an excellent replacement option for go karts or mini bikes. Installation was simple and performance improved significantly, with smoother and more powerful acceleration. Includes 10T and 12T pulleys compatible with 40/41 and 35 chains, which offers great versatility. The materials are resistant and durable, perfect for Predator engines and the like. It works wonderfully and is worth every penny. 🏎️⚙️🔥

Worked great on my CT200U with a Predator 212, no issues with the throttle, easy to install but some of the bolts didn't align correctly on the 212 so you will have to source some different bolts.

Great build quality, fits as expected, material is very impressive for the price, would definitely recommend!

I recently installed the 212CC 6.5 HP torque converter kit on my Predator 212 minibike, and after a few weeks of testing, I’m impressed — it’s one of the best performance upgrades I’ve made for under $100. ⸻ First Impressions & Build Quality Straight out of the box, the kit looked well-machined and thoughtfully packaged. All the components — the driver pulley, driven pulley, belt, spacers, and bolts — came clean and smooth, with no obvious casting flashes, burrs, or defect edges. The aluminum surfaces have consistent finishes, and the pulleys spin freely without noticeable wobble. Everything was clearly labeled, and the parts matched the spec sheet provided. One thing I appreciated: the pulleys are anodized, which seems to protect them from corrosion and minor scratches. Even after a few ride tests, the surfaces are still bright and sharp. ⸻ Installation & Fitting I set aside an afternoon to install it, expecting a fair amount of custom work. Fortunately, the kit is mostly plug-and-play with only minor tweaks needed. • Backplate alignment: The backplate’s holes lined up almost perfectly with my stock engine block, needing only small adjustments, not full re-drilling. • Shimming and spacing: I used a feeler gauge to check runout and shim clearance. A few thin washers got the driver parallel to the crank and avoided belt rubbing. • Torque and securement: I used blue Loctite on the main shaft bolt and torqued it to spec. Everything held tight. • Belt path & guard clearance: I checked the path carefully and trimmed a bit off the inside lip of my engine cover so the belt wouldn’t rub. • Break-in: I ran the engine gently for the first 10 minutes, keeping throttle light, to let everything seat before doing full-throttle runs. By the time I was done, I felt confident in the mounting and clearance. No weird noises or binding. ⸻ Performance & Behavior Once I hit the throttle, the difference was obvious: • Smoother engagement: The torque converter transitions more gradually than a clutch — no sudden shocks or jolts. Launches feel more controlled. • Wider usable powerband: The engine feels more flexible at low RPM, with less bogging in tight turns or steep terrain. • Climb and load: On uphill sections with a passenger, the belt stayed solid without slipping. Even heavy load didn’t push it past its limits in normal terrain. • Top end behavior: At full throttle, the unit seems to shift out close to where I expect it to, giving a strong top-end feel without being overly aggressive. • Heat & longevity: After 30+ minutes of continuous riding, the pulleys were warm but not hot, and the belt didn’t smell burnt. Checked it afterwards and saw minimal wear — no glazing or edge cracking. Over multiple sessions, performance stayed consistent. No drift in belt alignment or slop in the pulleys. ⸻ Strengths, Weaknesses & Suggestions Strengths • Great value for what you get — drivers, driven, belt, hardware all included • Smooth, user-friendly operation with noticeable gains in low-end torque • Durable finish and minimal wear after regular use • Flexible enough for riders with intermediate mechanical skill (tweaking, shimming, etc.) Weaknesses / Watch-Outs • Some small adjustments might be needed (backplate alignment, cover clearances) • Belt tension and path must be precise — misalignment causes premature wear • Hardware quality is good, but I replaced a few bolts with stronger grade from my spare stash • Not a plug-and-play upgrade for absolute beginners; some mechanical knowledge helps Suggestions for best results 1. Use blue or red Loctite on all critical bolts. 2. Double-check belt alignment under load before final torqueing. 3. After first use, re-inspect alignment and tighten again as needed. 4. Keep spare belt and hardware in your tool kit — it gives peace of mind on long rides. ⸻ Final Verdict This 212CC 6.5 HP torque converter is an excellent upgrade for anyone wanting smoother acceleration, better hill-climbing, and more usable power in a small engine setup. While it’s not completely drop-in flawless (you’ll want to double-check alignment and make minor clearances), the results are well worth the effort. In value, performance, and durability, I’m giving this kit a 5-star rating, especially for intermediate DIY mechanics.

In summary, there are significant safety issues with the 212CC Torque Converter. I installed the 212CC Torque Converter on a 6.5 hp 212 Predator engine (rear-mounted); all parts are used to power a metal-framed go-cart. The Torque Converter kit included all the parts needed to install the torque converter, but the kit also included additional bolts that were not even meant for any part of this installation (parts that did not even fit any aspect of the kit). The 212CC Torque Converter was installed fairly quickly, but the provided plastic cover had no place for the chain to pass-through it (a major oversight), meaning the plastic protective cover cannot be installed without cutting a hole in the plastic cover to fit the chain configuration. I installed and tested the 212CC Torque Converter without the cover to make sure it worked before cutting a chain hole in the plastic protective cover. After only a few minutes of running, the 212CC Torque Converter’s drive pulley totally and unexpectedly disintegrated, sending parts flying over a 100-yard radius. One part hit me in the arm with enough force to lead to significant bruise and pain (despite wearing a winter coat). I am so thankful that the flying parts did not hit my head! The drive pully disintegrated, even leading to the engine drive shaft threats being stripped. The drive shaft threads need to be retapped to work again. All but the brass washer was recovered, and it appears the disintegration started with the drive pully springs. The drive pully springs appear like they were forcefully pulled out of their connection leading to the pully flying apart. I cannot express how concerning the torque converter kit (drive pulley) failure is to me. A safety cover is meant to be used, but the safety cover cannot be mounted without cutting a chain hole in it. In summary, the drive pully seems poorly made, and the safety cover is certainly not made to cover any chain driven devices.

Exelente compra

If you are considering a torque converter upgrade on your Coleman mini bike, this will give it a real kick in the pants. There are some considerations however. If you have the 212cc engine... all systems go. If you have the 196cc engine... contact Houston... there is a problem. The shaft size on the 196cc is 16mm. That's not 5/8", so a 5/8" - 3/4" adapter won't work. (don't believe the U-Tube videos) You can get a 16mm to 1" adapter (16mm To 1" Crank Adapter Sleeve Coleman Ct200u/-Ex Bt200x CAS) from OMB Warehouse, E-Bay. That also means you need to order the torque converter with a 1" driver. The price is a little over $100.00 with shipping and exchange. The route I chose however was to replace the engine with a 212cc from Princess Auto for about $165.00. That gives you another hp over the 196cc and a few more revs too. You have to use the light kit from the 196cc, but that is an easy swap. You also need to swap the muffler and throttle linkage. (note: I saw the 196cc has a throttle stop, so I removed that!) You also have to add a short piece of 420 chain which you can scavenge off of the front chain. I am selling the 196cc c/w clutch and intermediate jackshaft for a $100.00 to get some return and reduce costs, so it is actually the cheaper option. It's a pretty straight forward refit. I weigh about 210 lbs and it really improved the takeoff as well as the top end. The only problem with the extra speed is now you should consider some serious braking... Go Power Sports has a front brake mod, but it's fairly expensive. ($$$ verse serious injuries...?) Take your time and enjoy the process as well as the final product. It's all fun! PS Use the riser plate sold on Amazon too... looks factory and is so much easier than a Mickey Mouse pile of washers or something.

Perfecto!!!!!

Would definitely buy again. Made a barely working kart work good. Got my son a go-kart for christmas. Had very low run time, all parts were practically new, oil still clean in engine. It had a centrifugal clutch, bought it as seen in last pic. Needed to push start it to get it to move, even with my son in it. As such, after the people I got it from built it, they didn't use it. The clutch was new, not worn out. Switched to this clutch, and my 200+ pound ass drove it out of the shop after install. Took a couple hours to remove old clutch, pull engine, cut the frame, rework engine mounts, extend frame, etc. The multiple mounting holes for the clutch are nice, as you can index in any direction. All hardware included, metric and SAE. About 5 hours start finish, complete, while teaching my 13 year old how to weld at the same time. Would buy again, 100%. Will update review if anything happens but all good so far.

This thing made my bt200x an absolute monster, the bike has a governor delete, heavier springs, a flywheel, a carb and an exhaust. It does 70, I would not recommend for a stock bike as it needs the higher rpms for it to really go fast. But if you plan to do a mild build like mine then I totally recommend, the only thing is the stock belt is bad and will get shredded in one or two rides. A good quality belt is only an extra 10 bucks or so, I think it's worth it and it's made the bike so much more fun to drive and I can explore places further away!