When i clutch my bike in speed like 40 km to 90 km+ my bike suddenly stop & recently it shoes black smoke in high r p m in neutral position?

NOT clutch issue - if it was the clutch the rpms would rev out but bike would go no faster.
Sounds like carburetor may be partially plugged up, main jet.
Or air filter needs replacing.

I can't tell you anything specific but black smoke indicates incomplete burning such as not getting enough air or too much fuel. A quick check of the air filter wouldn't hurt but it's probably something else.

Sounds like the clutch can't take the heat any longer. It is the springs that are bad, but might as well replace the friction disks as well, because new ones will be thicker and cause more pressure.

No ,not tunex . Qualified repair shop . Code's stored in 4X4 control module. Need a factory or some other professional scan tool to read code's .
SECTION 308-07A: Transfer Case - General Information 2000 Explorer/Mountaineer Workshop Manual DESCRIPTION AND OPERATION Procedure revision date: 06/17/1999 Transfer Case -Automatic Four Wheel Drive (A4WD) The A4WD system is an electronic shift 4x4 system that allows the operator to choose between three different 4x4 modes. The operator can switch between A4WD and 4WD HIGH modes at any speed. To engage or disengage LOW range, the vehicle speed must be less than 5 km/h, the brake depressed, and the transmission must be in NEUTRAL.
The front/rear driveshaft speed sensors (Hall effect) are mounted to the transfer case and detect the speed of the front and rear driveshafts. This input is used by the generic electronic module (GEM) primarily to control A4WD operation.
The throttle position output signal is provided to the GEM from the powertrain control module (PCM). This signal is used by the GEM in controlling the A4WD clutch.
The shift motor sense plate, an integral part of the electric shift motor, informs the GEM to the position of the transfer case.
The digital TR sensors are located on the LH side of the transmission; these sensors inform the GEM when the transmission is in the neutral position.
The electric shift motor is mounted externally at the rear of the transfer case. It drives a rotary cam which moves the mode fork and range fork within the transfer case between the HIGH range (A4WD, 4HIGH) and LOW range positions.
The 4x4 shift motor uses a module containing two relays which, under the control of the GEM, shifts the transfer case shift motor between HIGH range (A4WD, 4HIGH), and 4LOW modes.
The solid state clutch relay is used to activate the A4WD clutch within the transfer case.
System Function
Hall effect sensor monitors input and output shaft speed.
In the A4WD (C-Trac) system, the GEM varies the torque sent to the front driveline by controlling the transfer case clutch. At rest and under cruising conditions, the GEM activates the transfer case clutch a minimum duty cycle (percentage of time the clutch is turned on), which allows for the slight difference between the front and rear driveshafts which normally occurs when negotiating a corner on dry pavement. Under any of the following conditions, the GEM will increase the duty cycle in order to prevent or control slip:

• Slip is detected (by using the Hall Effect Sensors)
• Heavy acceleration (throttle position).

Feature inputs:

• Brake ON/OFF switch.
• 4WD mode switch.
• Digital transmission range sensor.
• Clutch switch (manual transmission vehicles only).
• Vehicle speed signal (transmitted from the ABS module).
• Front/rear driveshaft speed sensors.
• Throttle position information from the PCM.
• Contact plate position inputs A, B, C, D.

Feature outputs:

• Solid state clutch relay (pulse width modulated signal: grounded when relay is on, battery potential when relay is off).
• A4WD indicator (ground when activated, open circuit when deactivated).
• 4x4 shift motor relay outputs.

Shifts between A4WD and 4x4 HIGH can be made at any speed. Listed below are the inputs and outputs needed by the GEM to execute a change between any of these modes.
Feature inputs:

• Front/rear driveshaft speed sensor.
• Vehicle speed signal.
• Throttle position information.
• 4WD mode switch.

Feature outputs:

• Solid state clutch relay (pulse width modulated signal; grounded when relay is on, battery potential when relay is off).
• 4x4 HIGH cluster indicator (ground when activated, open circuit when deactivated).

When shifting into or out of LOW range, the GEM requires that the vehicle speed is less than 5 km/h (3 mph), the brake is applied, and the transmission is in NEUTRAL.
Feature inputs:

• Throttle position information.
• 4WD mode switch.
• Contact plate position inputs A, B, C, D.
• Vehicle speed signal (transmitted from ABS module).
• Brake ON/OFF switch input (battery voltage when brake is depressed, open circuit when not activated).
• Digital transmission range sensor (ground when transmission is in NEUTRAL, open circuit otherwise).
• Start/clutch depressed input (manual transmission only).

Feature outputs:

• 4x4 shift motor relay outputs.
• 4LOW cluster indicators (ground when activated, open circuit when deactivated).
• Solid state clutch relay (pulse width modulated signal; grounded when relay is on, battery potential when relay is off).

Black smoke means the fuel mix is too rich. Assuming you have not changed the jetting, I would say the float level is set too high. The only other possibility would be a main jet that has come loose.

you have a stripped and or binding speedometer cable or gear :)

Transmission Description The E4OD transmission is a fully automatic, electronically controlled, four-speed unit with a torque converter clutch. The main operating components of the E4OD transmission include a torque converter clutch, six multiple-disc friction clutches, one band, one sprag one-way clutch and two roller one-way clutches that provide for the desired function of three planetary gear sets. Transmission gear selection in the (D) range and converter clutch operation is controlled by the powertrain control module (PCM) (12A650). Operating conditions are relayed to powertrain control module by various sensors throughout the vehicle. The powertrain control module compares these conditions with electronically stored parameters and logically determines how the transmission should operate. A torque converter (7902) couples the engine to the transmission gearset via the input shaft (7017) and the torque converter impeller hub. The impeller hub provides engine rpm to the positive displacement pump. The flow from the pump is proportional to engine rpm, and excess pump capacity is exhausted back to the pump inlet. The input shaft transfers power into the transmission gearset. The power input is controlled by the application of the torque converter clutch, which is scheduled through the powertrain control module. The application of the piston plate effectively replaces the hydraulic coupling between the converter cover and the turbine with a mechanical coupling between the converter cover and the turbine hub. This mechanical coupling helps improve fuel economy and wide-open throttle performance by eliminating converter slip. Transmission shift selection and torque converter clutch operation are controlled by the PCM. They are calibrated to provide the optimal transmission state. This state is commanded to the transmission solenoid body. In the (D) range, automatic operation of all four gears is possible. The transmission control switch, located on the vehicle's shift lever disables overdrive operation and enables automatic operation through the first three gears. Whenever the ignition switch is turned on, the vehicle will automatically provide overdrive operation regardless of the switch position the last time the vehicle was running. Manual gear selection is available in the 1 and 2 range. Second gear is commanded when the gearshift selector lever is in the 2 range and when downshifted into the 1 range at speeds above approximately 56 km/h (35 mph) (for diesel 48 km/h [30 mph]). First gear is commanded in the 1 range at start-ups and when downshifted into 1 range below approximately 56 km/h (35 mph) (for diesel 48 km/h [30 mph]). Any reference to intermediate brake drum or direct clutch cylinder are one and the same.
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I think this is your problem:

Programmable Speedometer/Odometer Module (PSOM): Description: The programmable speedometer/odometer module receives input from the rear brake anti-lock sensor, which is mounted on the rear axle differential housing. The PSOM processes this input signal information and relays it to the powertrain control module and the speed control module. This signal tells the powertrain control module the vehicle speed in miles per hour (mph). Used as an input in determining shift scheduling and electronic pressure control. Symptoms: Harsh engagements, firm shift feel, abnormal shift schedule, unexpected downshifts may occur at closed throttle, abnormal torque converter clutch operation or engages only at wide-open throttle (WOT). May flash transmission control indicator lamp. Diagnostic Trouble Codes: 452, P0500, P1500, P1501, P0503

Chances are, you've smoked the motor. You basically put 120 volts across the speed windings of the motor when you did this.

What you need to do is, with the new motor, you will have neutral, and speed 1, speed 2, speed 3, etc. Hook one of the original black wires to neutral (it would be best to trace which of the two black wires is connected to neutral, and connect this one.).

Black on the new motor is probably High speed, red is probably low, orange is medium speed. Hook the remaining black wire to one of these, and no more than one of these, or you will smoke the motor again.

Attach a wire cap and/or electrical tape to the remaining wires to insulate them from contacting anything else.

Does your Mazda have a standard trans (clutch), or automatic.
If it's automatic, the tranny might be slipping, and if it's a standard shift the clutch may be slipping. Does the actual driving speed (not engine rpm's) seem to stay the same when this happens? If you are still traveling at the same speed even though the engine speeds up, it's your tranny or clutch. I don't think the timing belt and tensioner have anything to do with this. countrycurt0