@MJ


The link to the mentioned thread in the german forum klick

All mentioned parts for instance from FLHTK 103 1TEL CVO LIMITED (2014)

 

Mjwebb, 😂😂👍

Just reminds me of a dinner I had some years ago with a guy from the UK and one from the US. When my US colleague mentioned that he’s quite happy that english is the world language, the reply from my UK colleague was: does it mean yo are going to learn it then? 😂

 

That would make sense in that the larger rod leaves less space between its OD and the ID of the shaft if runs through.The very space the fluid is suspected to transfer through.

 

I did the fluid change at 5,000 miles. At 7,500 miles I was down to the add mark on the stick. These were easy riding miles mostly with my wife. I added oil to the full mark on the stick.

Over the weekend I rode hard in the mountains with some friends. Last night I checked the transmission oil level expecting to need to add some fluid. To my surprise it was still on the full mark.

It seems that loaded riding 2-up is causing more transfer on my bike than hard high-revving mountain solo riding.

 

Both myself and another poster suggested the fit-up between main shaft and push rod many pages ago; still makes sense to me. A main shaft with it's bore at the large end of manufacturing specs/tolerances, and a push rod at the other end of specs/tolerances; would give space needed for fluid to migrate. Although the fact that some bikes have seen decreased migration over time, runs completely counter to this theory.

I've looked and can't even find the factory spec for this fit-up/clearance. Be interesting to be able to dismantle and mic a few of these trannys to see if this is an issue; although I assume MOCO has already done this and they still don't have a fix.

 

https://forum.milwaukee-vtwin.de/thr...63#post1413963

 

$ .85 - 11143 Retaining RIng
$11.00 - 37909-90 Retaining Ring
$ 9.79 - 37092-06 Clutch Release Rod
$ 4.38 - 37000113 Clutch ROd End
$ 9.79 - 37000112 Pushrod , Clutch Release Plate
$35.81 Total

So anybody with a bad migration problem willing to spend $35.81 on boardtracker to fix it? If you live close enough to Sparks or Gilbert I'll even install this for you. I think it can all be done through the derby cover. Probably take less than an hour. By the way, this is basically the fix that Mark from Baker Driveline prescibed. I think his parts were slightly more expensive.

 

Harley is buying back a CVO this week I think because of this very issue and sorry to say but after a few miles on the newer bikes there will be more and more of this issue creep up. This one didn't start until 16,000 miles.

 

It wouldn't surprise if this works.. The 37000113 Clutch ROD End blocks off the passage. It might have a small flat spot in the side like the cable operated version.. HD might have even used this version during the preproduction models and inadvertently tried a parts reduction for production.. Shot themselves (and I guess a lot of customers :-( ) in the foot, they did..

Oil is simply filling the cavity between the tranny cover and the trap door.. Oil is then trickling through the mainshaft and filling the primary. It wouldn't surprise me if the slip/assist clutch isn't aiding the transfer as it can cause the pushrod to vibrate.. Splitting the pushrod stops that issue at the cover / slave end.