39 transmission

[49 pan]

Hi Bob and D. A. ,thanks for the response.

I agree with both comments, I very seldom used the clutch when riding my old 36-VLD ,sure miss that bike.

This 39-tranny is a different animal ,Rubone said it best ------------just a sliding gear.

Need to get the clutch--Spot on.

Dick

[rousseau]

Up shifting is not that much of a problem. You are correct,as the rpm's fall it will easley slip into the next higher gear. Down shifting is where the art of "double clutching' really comes into play.

[Carl Olsen]

Kids nowadays have never driven a farm truck or for that matter a pickup with a 4 speed granny gear, I thought the automatic transmission was just a passing fad like that foot shift thing, but alas I am living in the past. Double clutching is simply revving you motor a little when you have your clutch disengaged to match your gear speed when you are down shifting. A good habit to get into on all manual transmissions when slowing down while using your engine as a brake, the way they were designed to be, it saves your brakes for when you need them and makes the gears mesh easier for less stress and grinding. Once you get it down, you will be surprised at how smooth it can be. Try it you will love it, and will come natural in a short period of time.
Carl

[49 pan]

Thanks Carl

Just to be clear I was the one asking about UP-shifting into 2-nd with the 39-tranny.

Really the down shifting goes pretty well, I grew up on the farm and do understand double clutching.

Dick

[49 pan]

Update on 39-tranny


The clutch is complete and back on the bike, the shifting is very much improved just a minor grind going into 2nd down shifting works well with double clutching as Carl suggests ,I believe I will have to go into the tranny after the Fla. meet to have a look for the 2-nd gear grind issue.

Dick in Eustis

[PRG]

Howdy sir,

With the pre-41's clutch reputation a little cross pollination from other brands suffering the same shortcomings (velocette, Vincent and Indian from my experience and the latter with the most source variables) it is sometimes advisable to look at everything in the hopes that incremental wins from a number of smaller sources will equal taking that big swing at it that is not available in the first place.

Indian: grind on up shift, clutch basket misalignment from tight bushing or offset and/or tight primary chain binds mainshaft preventing rev fall off on clutch disengagement. HD's use bearings so binding not an issue but on clutches with limited lift off and basket cocking will prevent clean lift off.

Grind on downshift, usually binding at the sprocket driver bushing from final drive chain to tight in general or at certain spot because of out of round sprockets, or less often insufficient mainshaft end play.

A Harley clutch has more flywheel effect than an Indian by virtue of mass on a larger diameter. No real need to do a complete double clutch to achieve the rev matching for a good gear mesh. There's often enough latent drag that when desiring to downshift cleanly, as you rocker the clutch to disengage the first time at the moment you feel drive yield just blip the throttle lightly which will spin the assembly enough to achieve your objective. For we old war horses with lingering ankle issues from misspent youths of dirt bike crashes, why torture these old joints twice with what can be done in a single operation.