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| techtalk:evo:engmech02 [2022/09/10 03:57] – [Outer Bushings] hippysmack | techtalk:evo:engmech02 [2025/10/01 06:32] (current) – [Comparing OEM and Andrews Cam Grinds] hippysmack | ||
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| ====== EVO: Engine Mechanicals ====== | ====== EVO: Engine Mechanicals ====== | ||
| + | ====== Camshafts ====== | ||
| + | ==== Sub Documents ==== | ||
| + | |||
| + | * [[techtalk: | ||
| + | |||
| The Camshafts (4 of them) are used to operate the intake and exhaust valves by means of the lifters (AKA: tappets), the pushrods and the rocker arms. The #2 Cam is driven by the Pinion Gear. The Pinion Gear is mounted on the Pinion Shaft which is part of the Flywheel Assembly. | The Camshafts (4 of them) are used to operate the intake and exhaust valves by means of the lifters (AKA: tappets), the pushrods and the rocker arms. The #2 Cam is driven by the Pinion Gear. The Pinion Gear is mounted on the Pinion Shaft which is part of the Flywheel Assembly. | ||
| + | * #1 Cam - Rotates CW -- Operates Rear Exhaust Valve | ||
| + | * #2 Cam - Rotates CCW - Operates Rear Intake Valve - Driven by Pinion Gear | ||
| + | * #3 Cam - Rotates CW -- Operates Front Intake Valve | ||
| + | * #4 Cam - Rotates CCW - Operates Front Exhaust Valve | ||
| - | #1 Cam - Rotates CW -- Operates Rear Exhaust Valve\\ | + | ===== Cam Oiling ===== |
| - | #2 Cam - Rotates CCW - Operates Rear Intake Valve - Driven by Pinion Gear\\ | + | The cams get oiled by drainage from the rocker boxes and splash oil in the bottom end. \\ |
| - | #3 Cam - Rotates CW -- Operates Front Intake Valve\\ | + | Oil flows off the pushrod side of the rocker boxes through the pushrod covers, into vertical holes in the lifter bores and into the gearcase. \\ |
| - | #4 Cam - Rotates CCW - Operates Front Exhaust Valve\\ | + | Oil falls on the cam lobes on the way down this hole. Some of this oil is transferred between the gear teeth. \\ |
| + | The rear intake (#2) cam gets a little oil spray from the right case oil feed galley through the small orifice underneath the open cavity in the case. \\ | ||
| + | That oil is transferred between the teeth of the cams. \\ | ||
| + | Oil flung off the cams lands in the gearcase to be collected into the scavenge (return) side of the oil pump. \\ | ||
| + | 1992-up Cam Gear Oiler Hole in the Right Case. \\ | ||
| + | Below are pics of the restricted orifice underneath the oil feed galley in the case that shoots a small stream onto #2 cam. \\ | ||
| + | #2 cam rotates counterclockwise and the oil is sprayed on the right side of the cam gear for extra cooling (transferred to all cams). | ||
| + | | (L) 92-99 ((photo by Hippysmack of the XLFORUM)), (R) 2000 Up ((photo by Bruce of the XLFORUM https:// | ||
| + | | {{: | ||
| - | ====== Camshafts ====== | ||
| ===== Cam Specs - OEM & SE ===== | ===== Cam Specs - OEM & SE ===== | ||
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| ==== Comparing OEM and Andrews Cam Grinds ==== | ==== Comparing OEM and Andrews Cam Grinds ==== | ||
| + | All of the old Andrews grinds ... the N2/N4/N6/N8 ... were all designed around the 03 & older heads, which are a totally different animal from the newer heads. If you notice, every one of those grinds is at .500" lift or less> That's because .500" was the maximum safe lift for the hardware that came in the older heads. ((aswracing of the XLFORUM https:// | ||
| + | |||
| + | W's actually came out in 1998 on the 1200S models. Then in 2004, all the 1200s got them. Then in 2007, all the 883s got them as well. W cams have a really, really early intake close event. What that does is it builds more cylinder pressure, since more of the compression stroke is used for actual compression. This helps bottom end and mid range a lot. But then at higher rpm's, it chokes the motor. So they' | ||
| + | |||
| These figures are from the Sportster Evolution Cams PDF from Andrews Products. ((Page25 - http:// | These figures are from the Sportster Evolution Cams PDF from Andrews Products. ((Page25 - http:// | ||
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| - | Thanks to Maxeffort of the XLForum for the following Flywheel Degree Charts of these various cams.((Maxeffort at this post: http:// | + | Thanks to Maxeffort of the XLForum for the following Flywheel Degree Charts of these various cams.((Maxeffort at this post: https://www.xlforum.net/ |
| The measurements are based on the .053 lift specs. Also, take note that the predominance of the intake valve opening occurs on one rotation of the flywheel and the predominance of the exhaust valve opening occurs on the next rotation of the flywheel. It takes two full rotations (720°) of the flywheel to complete the four-cycle process. (This view of the flywheel would be from the right side of the engine.) | The measurements are based on the .053 lift specs. Also, take note that the predominance of the intake valve opening occurs on one rotation of the flywheel and the predominance of the exhaust valve opening occurs on the next rotation of the flywheel. It takes two full rotations (720°) of the flywheel to complete the four-cycle process. (This view of the flywheel would be from the right side of the engine.) | ||
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| ===== Removing / Installing Evo Cams ===== | ===== Removing / Installing Evo Cams ===== | ||
| - | ===== Sub Documents | + | ==== Sub Documents ==== |
| * [[techtalk: | * [[techtalk: | ||
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| ===== Cam Gear Changes ====== | ===== Cam Gear Changes ====== | ||
| - | + | | |
| - | | + | |
| * If you intend on installing 04-up " | * If you intend on installing 04-up " | ||
| * If it does have a provision for a timing cup, they' | * If it does have a provision for a timing cup, they' | ||
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| * Below (Right Pic), compares the '99 #2 cam gear (left-side) and the '01 style #2 cam gear (right-side). | * Below (Right Pic), compares the '99 #2 cam gear (left-side) and the '01 style #2 cam gear (right-side). | ||
| - | {{: | + | {{: |
| ===== Cam Bushings ===== | ===== Cam Bushings ===== | ||
| ==== Inner Bushings ==== | ==== Inner Bushings ==== | ||
| - | * These bushings get their oil from the fling off of the cam gears and drain back from the top end down the pushrod tubes that puddles in at depressions in the castings where the cam bushing slots are aligned. So basically they are drip fed. Also the cam bushings on the case side are open to the crank behind them, and probably get splash there too. ((Wedge of the XLFORUM | + | * These bushings get their oil from the fling off of the cam gears and drain back from the top end down the pushrod tubes that puddles in at depressions in the castings where the cam bushing slots are aligned. So basically they are drip fed. Also the cam bushings on the case side are open to the crank behind them, and probably get splash there too. ((Wedge of the XLFORUM |
| * Worn bushings can cause excess backlash. ((1986 HD Dealer Sportster FSM pg 3-45)) | * Worn bushings can cause excess backlash. ((1986 HD Dealer Sportster FSM pg 3-45)) | ||
| |{{: | |{{: | ||
| - | | 2010 1200X Inner Cam Bushings (broken teeth on oil pump gear) ((photo by lostNdallas of the XLFORUM | + | | 2010 1200X Inner Cam Bushings (broken teeth on oil pump gear) ((photo by lostNdallas of the XLFORUM |
| ==== Outer Bushings ==== | ==== Outer Bushings ==== | ||
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| |{{: | |{{: | ||
| - | |||
| - | ===== Cam Cover Gasket ===== | ||
| - | 1977-up Sportster engines have an internal rifling hole drilled into the lower left side of the case running past the left side of the oil pump. \\ | ||
| - | That extra hole (in the picture below) is benign and doesn' | ||
| - | That hole is purely an artifact of how they connected two passages for routing crankcase oil up to the oil pump's scavenge section. \\ | ||
| - | They drill that hole to connect the two passages, and then it gets blocked off naturally by the cam box cover and gasket. ((aswracing of the XLFORUM http:// | ||
| - | |||
| - | Also, in 2000, the factory changed the oil routing to the lifters to make manufacturing the cases easier. \\ | ||
| - | The newer cam cover on the left in the pic below and has two extra grooves along the top. These grooves let oil get to the lifters. \\ | ||
| - | If you have an older style gasket, it will not have cutouts for the grooves and you won't get oil to the lifters. \\ | ||
| - | |||
| - | | Rubbermount Evo vs Rigid Evo Cam Cover Internals ((photo by Moved On of the XLFORUM http:// | ||
| - | |{{: | ||
| - | | Both have been chopped on the outside but the gearcase perimeter is intact on them for reference. | ||
| - | |||
| - | | 1991-1999 cam cover gasket ((photo by Hippysmack)) | ||
| - | |{{: | ||
| - | |||
| - | | 2000-up cam cover gasket ((photo by Phillober of the XLFORUM http:// | ||
| - | |{{: | ||
| - | \\ | ||
| - | |||
| - | ==== DON'T INSTALL a 91-99 CAM COVER GASKET ON A 2000-UP MOTOR!!!!!!! ==== | ||
| - | |||
| - | The 91-99 cam cover gasket has no business being on a 2000+ motor at all. It will cause you to lose all oil pressure. ((aswracing of the XLFORUM http:// | ||
| - | The 2000+ gasket supersedes the 91-99 gasket. In other words, it can be used all the way back to 1991. \\ | ||
| - | Most companies completely dropped the 91-99 specific gasket and only offer the one that can be used from 1991-present. \\ | ||
| - | Either James Gasket hasn't done that, or they may have some old stock. \\ | ||
| - | |||
| - | The 1991-1999 lifter feed galley is an internal rifling hole in the case. It's drilled thru the case and only open to the cam cover via the center port to the pinion bushing. \\ | ||
| - | The 2000-up lifter feed galley is external and it takes both the cover and the case mounted together to make up the feed galley. \\ | ||
| - | So 2000-up feed galley is split in half between the case and cover. The slots in the 2000-up cam cover gasket mate to both the case and the cover. \\ | ||
| - | If you have the correct gasket on there, oil would be forced (between the cover and case) to all the lifter feed holes and piston squirters. \\ | ||
| - | With the wrong gasket (1991-1999), | ||
| - | Then the oil will blow into into the cam chest, therefore bypassing the lifters, piston squirters and rod bearings. \\ | ||
| - | The oil will simply cycle from the oil pump to cam chest to oil pump and back to the oil tank. \\ | ||
| - | The oil light will stay off so you'll get no notice before moving the parts start oil starving and making noises and worse if the noises aren't heeded to quickly. \\ | ||
| - | |||
| - | | 2000-up motor with 1991-1999 cam cover gasket. ((photo by BestCoastXL of the XLFORUM http:// | ||
| - | |{{: | ||
| ====== Lifters (tappets) ====== | ====== Lifters (tappets) ====== | ||
| - | ===== Sub-Documents | + | ==== Sub-Documents ==== |
| * [[techtalk: | * [[techtalk: | ||
| * [[techtalk: | * [[techtalk: | ||
| + | * [[techtalk: | ||
| See also in the Sportsterpedia; | See also in the Sportsterpedia; | ||
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| This oil-based operation allows the hydraulic lifters to self-adjust for minor changes in valve operation caused by heat expansion. \\ | This oil-based operation allows the hydraulic lifters to self-adjust for minor changes in valve operation caused by heat expansion. \\ | ||
| It eliminates the need for adjustable pushrods. | It eliminates the need for adjustable pushrods. | ||
| - | A hydraulic lifter self-adjusts within a certain range. | + | A hydraulic lifter self-adjusts within a certain range. |
| In other words, if your pushrods are too long, the lifter automatically shortens, and if the pushrods are too short, it automatically lengthens. \\ | In other words, if your pushrods are too long, the lifter automatically shortens, and if the pushrods are too short, it automatically lengthens. \\ | ||
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| Stock lifters can be inserted either way, so long as the roller wheel is aligned with the cam lobe and the flats are aligned with the anti-rotation pins afterwards. \\ | Stock lifters can be inserted either way, so long as the roller wheel is aligned with the cam lobe and the flats are aligned with the anti-rotation pins afterwards. \\ | ||
| - | |||
| 1986-up Sportsters were fitted with hydraulic roller lifters (roller tappets) from the factory. \\ | 1986-up Sportsters were fitted with hydraulic roller lifters (roller tappets) from the factory. \\ | ||
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| \\ | \\ | ||
| - | |||
| - | ===== Checking Lifter Pre-load ===== | ||
| - | |||
| - | Hydraulic lifters self-adjust over about a .100" range, from .050" preloaded to .150" preloaded. ((aswracing of the XLFORUM http:// | ||
| - | They' | ||
| - | |||
| - | * **Measure at the rocker box how much the lifter will get preloaded at the rocker box**. ((http:// | ||
| - | * Put your pushrods in place (remember, the longer one goes on the exhaust). | ||
| - | * Set the gasket and rocker box on top, and start the four big screws only. | ||
| - | * Finger tighten the left (spark plug) side. \\ (while making sure the right side is resting with the upper pushrod ends sitting in the cups on the rocker arms) | ||
| - | * Now take a simple caliper and measure how much gap you have between the rocker box and the rocker box gasket, as shown in the photo below. | ||
| - | * This won't be an exact answer, but it'll be pretty close. \\ Remember, you'd like to see the plunger preloaded about .100", but anywhere between .050" and .150" should work. \\ You can order pushrod lengths that are longer or shorter than your stock pushrods by the amount it takes to achieve .100" of lifter plunger preload. \\ If you don't have a caliper to measure your stock pushrod lengths, the information is available in most factory service manuals. | ||
| - | |||
| - | The lifter plunger should be preloaded between .050 and .150. Make the measurement if you're not sure. \\ | ||
| - | {{: | ||
| ===== Oil feed to lifters ===== | ===== Oil feed to lifters ===== | ||
| - | |||
| 91 and up engines have a horizontal passage on the top of the cam box that is fed oil from the filter pad. \\ | 91 and up engines have a horizontal passage on the top of the cam box that is fed oil from the filter pad. \\ | ||
| This horizontal passage feeds into the lifter bores. \\ | This horizontal passage feeds into the lifter bores. \\ | ||
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| The stock lifters can be inserted either way, so long as the roller wheel is aligned with the cam lobe and the flats are aligned with the anti-rotation pins. \\ | The stock lifters can be inserted either way, so long as the roller wheel is aligned with the cam lobe and the flats are aligned with the anti-rotation pins. \\ | ||
| - | + | |91-99 engines have a single passage in that top \\ area, the tappets are connected by internal \\ passages from this small cavity.|On 2000 and up engines, oil travels to each lifter \\ individually from this cavity. ((photo by aswracing of the XLFORUM | |
| - | |91-99 engines have a single passage in that top \\ area, the tappets are connected by internal \\ passages from this small cavity.|On 2000 and up engines, oil travels to each lifter \\ individually from this cavity. ((photo by aswracing of the XLFORUM | + | |
| |{{: | |{{: | ||
| - | ====== 1986-1990 | + | ====== 1986-1990 |
| - | + | These year motors have off-center lifters. If you run a straight line through the center of the lifter, it does not go through the center of the cam. It's offset to one side, to give the lobe a better angle of attack when raising the lifter. \\ | |
| There was a running change in 1986 to new style hydraulic lifters as opposed to the original 1986 versions for Sportsters. ((1986-1990 HD Sportster FSM pg 3-44)) \\ | There was a running change in 1986 to new style hydraulic lifters as opposed to the original 1986 versions for Sportsters. ((1986-1990 HD Sportster FSM pg 3-44)) \\ | ||
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| - Slowly snug all rocker box fasteners in small increments (one turn at a time). \\ Use a cross pattern on the four large bolts that fasten the lower rocker box to head. \\ This will bleed the lifters. Tighten fasteners to the correct torque. Refer to the 1986 XLH Service Manual for the proper tightening sequence. \\ **CAUTION**, | - Slowly snug all rocker box fasteners in small increments (one turn at a time). \\ Use a cross pattern on the four large bolts that fasten the lower rocker box to head. \\ This will bleed the lifters. Tighten fasteners to the correct torque. Refer to the 1986 XLH Service Manual for the proper tightening sequence. \\ **CAUTION**, | ||
| - Repeat Steps 2 through 5 for other cylinder | - Repeat Steps 2 through 5 for other cylinder | ||
| - | |||
| The oil feed to the lifters comes from the oil pump, through a passage in the cam cover to the feed galley in the top of the right case. \\ | The oil feed to the lifters comes from the oil pump, through a passage in the cam cover to the feed galley in the top of the right case. \\ | ||
| The intake lifters are fed oil from the feed galley hole. Each exhaust lifter is fed from it's corresponding intake lifter bore. \\ | The intake lifters are fed oil from the feed galley hole. Each exhaust lifter is fed from it's corresponding intake lifter bore. \\ | ||
| - | | 1986-1990 lifter oiling path ((photo by Mini_blitz of the XLFORUM | + | | 1986-1990 lifter oiling path ((photo by Mini_blitz of the XLFORUM |
| |{{: | |{{: | ||
| {{: | {{: | ||
| + | ====== 1991-Up Lifters ====== | ||
| + | 1991-up motors have on-center lifters. In other words, it's a straight line through the center of the lifter to the center of the cam underneath it. \\ | ||
| - | ====== 91-99 Lifters | + | ===== 1991-1999 Lifters ===== |
| - | 1991-1999 engines have AMC-Mopar style lifters (.903" diameter). (("A 4 liter V8 eater" of the XLFORUM | + | 1991-1999 engines have AMC-Mopar style lifters (.903" diameter). (("A 4 liter V8 eater" of the XLFORUM |
| - | | 1991-1999 lifters (18526-89A) ((photos by tara of the XLFORUM | + | | 1991-1999 lifters (18526-89A) ((photos by tara of the XLFORUM |
| |{{: | |{{: | ||
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| All four lifter bores are capped on the inside of the right case. This left a blind hole between each lifter toward the inside of the case. \\ | All four lifter bores are capped on the inside of the right case. This left a blind hole between each lifter toward the inside of the case. \\ | ||
| - | |1991-1999 Lifter oil path from filter. ((photo by ehrgeiz of the XLFORUM labeled by Hippysmack | + | |1991-1999 Lifter oil path from filter. ((photo by ehrgeiz of the XLFORUM labeled by Hippysmack |
| |{{: | |{{: | ||
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| |{{: | |{{: | ||
| - | ===== 91-99 Anti-Rotation Pins ===== | + | ==== 1991-1999 Anti-Rotation Pins ==== |
| **Parts**: \\ | **Parts**: \\ | ||
| 4 - screws (884) \\ | 4 - screws (884) \\ | ||
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| |{{: | |{{: | ||
| + | ===== 2000 and Up Lifters ===== | ||
| + | 2000 and up have GM/twin cam style lifters (.842" diameter). ((aswracing of the XLFORUM https:// | ||
| - | + | |Lifter from an 02 XL883 ((photo by Scuba10jdl of the XLFORUM | |
| - | ====== 2000 and Up Lifters ====== | + | |
| - | 2000 and up have GM/twin cam style lifters (.842" diameter). ((aswracing of the XLFORUM http:// | + | |
| - | + | ||
| - | |Lifter from an 02 XL883 ((photo by Scuba10jdl of the XLFORUM | + | |
| |{{: | |{{: | ||
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| So there were no lifter oiling holes to cap on the inside of 2000 and up cases. \\ | So there were no lifter oiling holes to cap on the inside of 2000 and up cases. \\ | ||
| - | |2000 and Up engine lifter oil path. ((photo by Scuba10jdl of the XLFORUM | + | |2000 and Up engine lifter oil path. ((photo by Scuba10jdl of the XLFORUM |
| |{{: | |{{: | ||
| - | ===== 00-05 Lifter Ant-Rotation Screws ===== | + | ==== 2000-2005 Lifter Ant-Rotation Screws ==== |
| **Parts**: \\ | **Parts**: \\ | ||
| 4 - anti-rotation screws (18532) \\ | 4 - anti-rotation screws (18532) \\ | ||
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| |{{: | |{{: | ||
| - | | End of screws run up into the case. ((photos by JohnK of the XLFORUM | + | | End of screws run up into the case. ((photos by JohnK of the XLFORUM |
| |{{: | |{{: | ||
| - | ===== 06-Up Anti-Rotation Device ===== | + | ==== 2006-Up Anti-Rotation Device ==== |
| **Parts**: \\ | **Parts**: \\ | ||
| 2 - Anti Rotation Device blocks (18505-06) \\ | 2 - Anti Rotation Device blocks (18505-06) \\ | ||
| - | The ARD is a flexible piece of plastic that is designed to flex in operation to allow for an imperfect lifter bore location. ((aswracing of the XLFORUM | + | The ARD is a flexible piece of plastic that is designed to flex in operation to allow for an imperfect lifter bore location. ((aswracing of the XLFORUM |
| It is designed for lifters that have a flat cut on each side. \\ | It is designed for lifters that have a flat cut on each side. \\ | ||
| These work OK for stock cams. \\ | These work OK for stock cams. \\ | ||
| - | But if you're upgrading to bigger cams, anything more than .600 lift has too small a base circle. ((rocketmangb of the XLFORUM | + | But if you're upgrading to bigger cams, anything more than .600 lift has too small a base circle. ((rocketmangb of the XLFORUM |
| (and they will nearly drop out of the ARDs and they can also spin away from them) \\ | (and they will nearly drop out of the ARDs and they can also spin away from them) \\ | ||
| The big issue is that they turn sideways with the roller not turning on the cam lobe. \\ | The big issue is that they turn sideways with the roller not turning on the cam lobe. \\ | ||
| (which can heat up and destroy the roller and the cam lobe) \\ | (which can heat up and destroy the roller and the cam lobe) \\ | ||
| - | | ARD block ((photo by rocketmangb of the XLFORUM | + | | ARD block ((photo by rocketmangb of the XLFORUM |
| |{{: | |{{: | ||
| ====== Pinion Gear ====== | ====== Pinion Gear ====== | ||
| + | |||
| * **Removal / Installation of the Pinion Gear**: | * **Removal / Installation of the Pinion Gear**: | ||
| - | | + | |
| - | * **Pinion Nut**: \\ __Torque Specs__: \\ The 86-87 pinion gear is located by 6 internal splines mating between 6 external splines on the pinion shaft. \\ There is a lockwasher (7044A) between the nut and the pinion gear. \\ Pry the tabs on it up to remove the pinion nut, bend them down against the flats on the nut to install. \\ Factory torque is (35-45 ft/lbs.) \\ The 1988-up pinion gear is located by a little nub of the key that sits under the oil pump drive gear. \\ That little nub is not nearly strong enough by itself to keep the gear from shearing on the pinion shaft. \\ And instead, it's the clamp load from the nut that keeps the pinion gear where we want it. \\ The factory torque spec on the pinion nut (35-45 ft/lbs). \\ Per Hammer Performance, | + | * **Pinion Nut**: \\ __Torque Specs__: \\ The 86-87 pinion gear is located by 6 internal splines mating between 6 external splines on the pinion shaft. \\ There is a lockwasher (7044A) between the nut and the pinion gear. \\ Pry the tabs on it up to remove the pinion nut, bend them down against the flats on the nut to install. \\ Factory torque is (35-45 ft/lbs.) \\ The 1988-up pinion gear is located by a little nub of the key that sits under the oil pump drive gear. \\ That little nub is not nearly strong enough by itself to keep the gear from shearing on the pinion shaft. \\ And instead, it's the clamp load from the nut that keeps the pinion gear where we want it. \\ The factory torque spec on the pinion nut (35-45 ft/lbs). \\ Per Hammer Performance, |
| - | + | **Compatibility** | |
| - | **Compatibility** ((From HD Parts Catalogs 2004 pg 17, 2005 pg 19, 2006 pg 19, 2007 pg 19, 2008 pg 19, 2009 pg 25-27, 2010 pg 25-27, 2011 pg 25-27, 2012 pg 25-27, 2013 pg 29-31, 2014 pg 17, 2015 pg 19, 2016 pg 19)) \\ | + | **Part numbers and color coding**: \\ 1986-1999 cams continued the color coding as in previous years for optimum noise reduction in the gear mesh. \\ However, from 1986-1990, there were even more color combinations including cam drive gear sizes. \\ Each factory pinion gear was colored coded with a dot (even though it was more like a splotch at times) that matched the same colors on the matching cam drive gear. \\ 1986-1990 cam drive gears came with either one dot or two dots. Their corresponding pinion gear also came with one or two dots respectively to that gear set. \\ 1991-1999 cam drive gears were only colored with one dot and likewise, there will only be one dot on their respective pinion gear. \\ 2000-Up factory pinion gears have no color codes. \\ ^{{: |
| - | 1986-2003 parts books do not list a part number for the pinion gear and it appears the pinion gear is part of the cam gear set (not sold separately). \\ | + | |
| - | However, a gear could be ordered from the MoCo. The part# coincides with the color scheme coding on the respective cam sets. \\ | + | |
| - | 2000-up pinion gear part number is (24047-00) as appearing in the 2004-up parts catalogs. \\ | + | |
| - | 1986–1987 pinion gears have a (6-spline) pinion shaft. \\ | + | |
| - | 1988-up pinion gears have no splines and have a notch out the back side (not under) to slide around a woodruff key on the non-splined pinion shaft. \\ | + | |
| - | 1986-1999 pinion gears have the same coarse (13) tooth pitch. \\ | + | |
| - | 2000-up pinion gears have a fine (23) tooth pitch. \\ | + | |
| - | + | ||
| - | XL Pinion Gear Color/Size Info here: | + | |
| - | http:// | + | |
| - | + | ||
| - | **Part numbers and color coding**: \\ | + | |
| - | 1986-1999 cams continued the color coding as in previous years for optimum noise reduction in the gear mesh. \\ | + | |
| - | However, from 1986-1990, there were even more color combinations including cam drive gear sizes. \\ | + | |
| - | Each factory pinion gear was colored coded with a dot (even though it was more like a splotch at times) that matched the same colors on the matching cam drive gear. \\ | + | |
| - | 1986-1990 cam drive gears came with either one dot or two dots. Their corresponding pinion gear also came with one or two dots respectively to that gear set. \\ | + | |
| - | 1991-1999 cam drive gears were only colored with one dot and likewise, there will only be one dot on their respective pinion gear. \\ | + | |
| - | 2000-Up factory pinion gears have no color codes. \\ | + | |
| - | ^{{techtalk: | + | | **Factory Pinion Gears by Part Number and Color of Dots** |
| - | | **Factory Pinion Gears by Part Number and Color of Dots** (★ = 1 Dot, ★★ = 2 Dots) |||||||||||||||| | + | | **1986-1987 Sportster** |
| - | | **1986-1987 Sportster** | + | |
| |Part# | |Part# | ||
| - | |24055-86| | + | |24055-86| |
| - | |24056-86| | + | |24056-86| |
| - | |24057-86| | + | |24057-86| |
| - | |24058-86| | + | |24058-86| |
| - | |24059-86| | + | |24059-86| |
| - | |24060-86| | + | |24060-86| |
| - | |24061-86| | + | |24061-86| |
| - | |25737-86| | + | |25737-86| |
| - | |25738-86| | + | |25738-86| |
| - | |25739-86| | + | |25739-86| |
| - | |25740-86| | + | |25740-86| |
| - | |25741-86| | + | |25741-86| |
| - | |25742-86| | + | |25742-86| |
| - | |25743-86| | + | |25743-86| |
| - | ^{{techtalk: | + | ^{{:techtalk: |
| - | | **Factory Pinion Gears by Part Number and Color of Dots** | + | | **Factory Pinion Gears by Part Number and Color of Dots** |
| - | | **1991-1999 Sportster** | + | | **1991-1999 Sportster** |
| |Part# | |Part# | ||
| - | |24055-91| | + | |24055-91| |
| - | |24056-91| | + | |24056-91| |
| - | |24057-91| | + | |24057-91| |
| - | |24058-91| | + | |24058-91| |
| - | |24059-91| | + | |24059-91| |
| - | |24060-91| | + | |24060-91| |
| - | |24061-91| | + | |24061-91| |
| - | \\ | + | |
| - | 1986-1987 Sportster (18T) Pinion Gear: \\ | + | 1986-1987 Sportster (18T) Pinion Gear: \\ Has internal splines. \\ {{: |
| - | Has internal splines. \\ | + | |
| - | {{: | + | |
| - | 1988-1990 Sportster (18T) Pinion Gear: \\ | + | 1988-1990 Sportster (18T) Pinion Gear: \\ Has a notch cut out of the rear for the woodruff key (T-key) on the pinion shaft and no splines. \\ {{: |
| - | Has a notch cut out of the rear for the woodruff key (T-key) on the pinion shaft and no splines. \\ | + | |
| - | {{: | + | |
| - | 1991-1999 Sportster (18T) Pinion Gear: \\ | + | 1991-1999 Sportster (18T) Pinion Gear: \\ Has a ring cut around the circumference of it's rear sleeve, a notch cut out of the rear for the woodruff key (T-key) on the pinion shaft and no splines. \\ The ring around the sleeve may just be to distinguish the 91-99 gear from the 88-90 gear. \\ {{: |
| - | Has a ring cut around the circumference of it's rear sleeve, a notch cut out of the rear for the woodruff key (T-key) on the pinion shaft and no splines. \\ | + | |
| - | The ring around the sleeve may just be to distinguish the 91-99 gear from the 88-90 gear. \\ | + | |
| - | {{: | + | |
| - | 2000-Up Sportster (23T) Pinion Gear: \\ | + | 2000-Up Sportster (23T) Pinion Gear: \\ The ring around the rear sleeve was deleted, has a notch cut out of the rear for the woodruff key (T-key) on the pinion shaft, finer gear mesh and no splines. \\ {{: |
| - | The ring around the rear sleeve was deleted, has a notch cut out of the rear for the woodruff key (T-key) on the pinion shaft, finer gear mesh and no splines. \\ | + | |
| - | {{: | + | |
| - | \\ | ||
| ===== Possible 91-up Woodruff Key Failure Notice ===== | ===== Possible 91-up Woodruff Key Failure Notice ===== | ||
| Line 449: | Line 379: | ||
| [[techtalk: | [[techtalk: | ||
| - | {{: | + | {{: |
| - | + | ||
| - | + | ||
| ====== Timing Cup (Rotor) ====== | ====== Timing Cup (Rotor) ====== | ||
| - | |||
| |Timing cup bolt thread size: #10x32 \\ Wrench size: 5/16" \\ Torque: 43-53 in/lbs ((1998 XLH FSM pg 7-56)) \\ Use Loctite 242 (blue) on the bolt threads ((1998 XLH FSM pg 7-56))| | |Timing cup bolt thread size: #10x32 \\ Wrench size: 5/16" \\ Torque: 43-53 in/lbs ((1998 XLH FSM pg 7-56)) \\ Use Loctite 242 (blue) on the bolt threads ((1998 XLH FSM pg 7-56))| | ||
| |{{: | |{{: | ||
