Differences
This shows you the differences between two versions of the page.
| Both sides previous revisionPrevious revisionNext revision | Previous revision | ||
| techtalk:ref:svcproc11 [2023/08/15 02:22] – [Sub-Documents] hippysmack | techtalk:ref:svcproc11 [2025/08/05 05:02] (current) – [Shift Forks] hippysmack | ||
|---|---|---|---|
| Line 19: | Line 19: | ||
| * [[techtalk: | * [[techtalk: | ||
| * [[techtalk: | * [[techtalk: | ||
| - | * [[techtalk: | + | |
| + | | ||
| + | * [[techtalk: | ||
| ====== Transmission Removal / Installation ====== | ====== Transmission Removal / Installation ====== | ||
| Line 50: | Line 52: | ||
| The detent arm below shows signs on scoring and they are deep across the arm in one place. \\ | The detent arm below shows signs on scoring and they are deep across the arm in one place. \\ | ||
| - | | 1998 1200S Primary ((photo by Hippysmack of the XLFORUM | + | | 1998 1200S Primary ((photo by Hippysmack of the XLFORUM |
| |{{techtalk: | |{{techtalk: | ||
| ====== Removing the Primary Drive ====== | ====== Removing the Primary Drive ====== | ||
| - | |||
| See also [[techtalk: | See also [[techtalk: | ||
| **Note**: | **Note**: | ||
| Line 85: | Line 86: | ||
| They are less likely to slip and round off the edges of the nuts. Impact-type sockets may be too thick to fit. \\ | They are less likely to slip and round off the edges of the nuts. Impact-type sockets may be too thick to fit. \\ | ||
| - | {{: | + | {{: |
| **The engine sprocket and clutch hub should be removed as one unit**. \\ | **The engine sprocket and clutch hub should be removed as one unit**. \\ | ||
| Line 104: | Line 105: | ||
| However they come off is fine as long as they are not dropped. \\ | However they come off is fine as long as they are not dropped. \\ | ||
| - | {{: | + | {{: |
| Make sure you already have a place to put them and a clear walking path before removing them from the engine. \\ | Make sure you already have a place to put them and a clear walking path before removing them from the engine. \\ | ||
| Line 120: | Line 121: | ||
| ====== Disassembly ====== | ====== Disassembly ====== | ||
| - | |||
| You can do this with the tranny laying on a bench but it's easier to prop the shaft ends up so you can lift gears and use both hands on retainers and such. \\ | You can do this with the tranny laying on a bench but it's easier to prop the shaft ends up so you can lift gears and use both hands on retainers and such. \\ | ||
| You can use soft jaws in a bench vise to hold the assembly. \\ | You can use soft jaws in a bench vise to hold the assembly. \\ | ||
| Line 138: | Line 138: | ||
| ===== Shift Forks ===== | ===== Shift Forks ===== | ||
| - | |||
| The shift forks will probably have some side wear marks (which may not be a problem but more of a symptom). \\ | The shift forks will probably have some side wear marks (which may not be a problem but more of a symptom). \\ | ||
| Check the inside contact surfaces for scoring / wear on the edges. \\ | Check the inside contact surfaces for scoring / wear on the edges. \\ | ||
| Line 160: | Line 159: | ||
| |{{techtalk: | |{{techtalk: | ||
| + | \\ | ||
| + | |||
| + | Below are pics of the shift drum with the fork and fork pin positions for each gear. \\ | ||
| + | You can see at what point along the channel in the shift drum that the forks and their corresponding pins rest per gear select. \\ | ||
| + | With the tranny on the bench, if you notice a lot of movement in a fork, the pin never comes out of it's corresponding channel. \\ | ||
| + | The entire transmission has a certain amount of slop on it's own (on the bench). \\ | ||
| + | But one reason for noticeable slack/ | ||
| + | If the fork is moving, it's traveling along the drum's channel (left to right). \\ | ||
| + | And all 3 forks have enough designed slack in them to act somewhat independant of each other even though they are all key to the drum. \\ | ||
| + | Another reason could be wobbled out holes in the forks where the pins install. \\ | ||
| + | Another reason could be a worn oil boss in the bottom of the channel or simply a worn out channel itself. \\ | ||
| + | The pin being in a straight portion of the channel keeps down side to side movement. \\ | ||
| + | But the pins were not deigned to have a rigid seating and will still allow some fork movement. \\ | ||
| + | And always remember the entire tranny will have flex all around it if it's not affixed on both ends. \\ | ||
| + | |||
| + | Click on any pic to enlarge: ((drawings by Hippysmack)) \\ | ||
| + | {{: | ||
| + | |||
| + | {{: | ||
| + | |||
| + | {{: | ||
| ===== Countershaft / Mainshaft ===== | ===== Countershaft / Mainshaft ===== | ||
| Line 200: | Line 220: | ||
| ===== Trap Door ===== | ===== Trap Door ===== | ||
| - | |||
| Check the trap door with a straightedge to insure there is no warp-age. \\ | Check the trap door with a straightedge to insure there is no warp-age. \\ | ||
| - | |||
| |{{techtalk: | |{{techtalk: | ||
| - | |||
| ===== Shifter Detent Plate ===== | ===== Shifter Detent Plate ===== | ||
| - | |||
| You may find the shifter detent plate to be leaning at an angle with scoring on the outside face. \\ | You may find the shifter detent plate to be leaning at an angle with scoring on the outside face. \\ | ||
| This is a common condition due to the drum pins walking out of the drum at different times and lengths. \\ | This is a common condition due to the drum pins walking out of the drum at different times and lengths. \\ | ||
| Line 223: | Line 239: | ||
| ===== Shifter Shaft ===== | ===== Shifter Shaft ===== | ||
| - | |||
| The shifter shaft will flop around with the primary cover and that is normal due to the way it is designed. \\ | The shifter shaft will flop around with the primary cover and that is normal due to the way it is designed. \\ | ||
| The primary cover only gives the shaft a place to rest (does not make the shaft rigid during operation). \\ | The primary cover only gives the shaft a place to rest (does not make the shaft rigid during operation). \\ | ||
| Line 256: | Line 271: | ||
| And you may gain several thousandths of meat back with a new spacer. \\ | And you may gain several thousandths of meat back with a new spacer. \\ | ||
| - | | Shift Pawl Bushing ((photo by xLoneRiderx of the XLFORUM | + | | Shift Pawl Bushing ((photo by xLoneRiderx of the XLFORUM |
| |{{: | |{{: | ||
| Line 277: | Line 292: | ||
| ===== Clutch Basket / Starter Ring Gear ===== | ===== Clutch Basket / Starter Ring Gear ===== | ||
| - | |||
| The back side of the teeth on the starter ring gear may have some wear where they rub against the shifter shaft arm or detent plate. \\ | The back side of the teeth on the starter ring gear may have some wear where they rub against the shifter shaft arm or detent plate. \\ | ||
| This shouldn' | This shouldn' | ||
| Line 290: | Line 304: | ||
| This dim is just a dirty one and results will vary. But the point of that measurement is there is that there will be some clearance between the two. \\ | This dim is just a dirty one and results will vary. But the point of that measurement is there is that there will be some clearance between the two. \\ | ||
| If the arm stays against the ring gear when the shaft is lifted, check the starter ring gear for breakage or slippage. \\ | If the arm stays against the ring gear when the shaft is lifted, check the starter ring gear for breakage or slippage. \\ | ||
| - | |||
| | | ||
| {{techtalk: | {{techtalk: | ||
| - | {{: | + | {{: |
| - | + | ||
| ===== Transmission Gears ===== | ===== Transmission Gears ===== | ||
| + | Gear Positions. \\ | ||
| + | {{: | ||
| ==== Countershaft Gear Pics ==== | ==== Countershaft Gear Pics ==== | ||
| - | |||
| | Countershaft 5th - 25 teeth || | | Countershaft 5th - 25 teeth || | ||
| |{{techtalk: | |{{techtalk: | ||
| Line 318: | Line 330: | ||
| ==== Mainshaft Gear Pics ==== | ==== Mainshaft Gear Pics ==== | ||
| - | |||
| | Mainshaft 4th – 32 teeth || | | Mainshaft 4th – 32 teeth || | ||
| |{{techtalk: | |{{techtalk: | ||
