who's been having to add transmission fluid?
#1911
10-10-2017, 01:23 PM
Seasoned HDF Member
$ .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.
$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.
#1912
10-10-2017, 01:32 PM
Outstanding HDF Member
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.
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.
#1913
10-10-2017, 01:50 PM
Supporter
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.
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.
#1914
10-10-2017, 02:15 PM
Seasoned HDF Member
I suspect that the 16s that were doing it had the leaky crank seal which HD discovered and they figured it was the fix for the M8s.. The piece that does on the trap door side probably still has the flat and it's enough to stop flow when there is no vacuum in the primary but not enough when there is.. The thing to note is that the transfer for the 16s was rare, not like the M8s
The Germans simply looked at the difference between the CVOs (they have hydraulic clutch and the slip/assist clutch) and M8s then bough the parts to from the CVO.. Hats off to them for having the initiative. Too bad the guys here haven't tried it.. I think that another simple way would be to use 2 tranny cover gaskets instead of 1.. That will double the clearance between the cover and trap door allowing oil that enters that cavity to flow out.. Slave cylinder travel needs checking tho.
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harleytuner (10-10-2017)
#1915
10-10-2017, 02:20 PM
Seasoned HDF Member
#1916
10-10-2017, 02:39 PM
Road Warrior
In the meantime while waiting on an official fix there is one thing that those with the issue may be able to do. In the auto business when something like this comes up the team charts commonality between the vehicles with the issue. So, what things do all of you experiencing this issue have in common?
- all bone stock? Stage I, II, or III?
- air cooled, twin cooled?
- ride easy, ride fast, ride like you stole it?
- hilly countryside, flat, city riding, mostly highway?
Not that this will fix anything but it may lead to a clue as to the root cause.
- all bone stock? Stage I, II, or III?
- air cooled, twin cooled?
- ride easy, ride fast, ride like you stole it?
- hilly countryside, flat, city riding, mostly highway?
Not that this will fix anything but it may lead to a clue as to the root cause.
#1917
10-10-2017, 02:47 PM
Club Member
It left enough room for the bikes that used these in '14 to vent and the part number for the transmission main shaft is the same so there should be no problem there. My '15 RGS has a one piece pushrod in it's hydraulic clutch just like the '17's so there could have been migration in those model years also. I didn't ride the '15 long before I tore it down, so I never bothered to check the transmission oil. It was probably something I wouldn't have done anyway because I have never experienced transmissions that weren't visibly leaking being low in my 35 years of riding Harleys.
#1918
10-10-2017, 04:13 PM
Supporter
Nope - 2016, at least the specials (like mine), have hydraulic clutches. IIRC, they all did. You're right about the slipper's tho - only in CVO's and I think the "Low" models.
#1919
10-10-2017, 05:19 PM
Seasoned HDF Member
#1920
10-10-2017, 05:42 PM
Club Member
And as I've stated before, my '15 RGS has a hydraulically actuated diaphragm clutch. Still, the high vacuum that the MOCO thinks is created in the crankcase on the '17 models may be the reason that the transfer happens and in some cases it accelerates when the engine is run at high RPM's. That's why I would like to see this push rod fix installed on a bike that is severely transferring transmission fluid. 103Eagle would be a good candidate. How about it Eagle, do you live close to Sparks, NV. or Gilbert, AZ.?