Off comes the shift-shaft with the pawl still mounted to it (no need to disassemble here). The inboard end of the shaft rides in a floating brass bush (second photo below, top-left) that seems to me like a very generous clearance fit into the crankcase: no signs of wear. The two 9/16″ nyloc nuts really ought to be replaced during an overhaul like this. Re-using these because they look fine would be a false economy here.
Old ones on the left, new replacements on the right:
There is a thin washer in here (shown by the arrow) and it's important not to lose it:
The five ½″ retaining bolts come out without trouble, the whole gearbox now comes out as a unit. Beautiful.
Pay attention so you don't lose the two locating dowels for the trapdoor:
Above, you can also see mainshaft 5th gear, which is captive with the front belt pulley on the other side.
I noticed this pin at the end of the shift drum (see next photo) and at first didn't recognize it, then a quick look inside the casing, which is immaculate by the way, and the penny dropped: this pushes against the ball bearing situated right above the shift drum needle bearing, and when the transmission is in neutral, activates the switch for the neutral light in the instruments.
Above: the pristine inside of the gearbox case, with the ball bearing for the neutral switch shown by the green arrow. Notice also the needle bearings for the shift drum, the countershaft and the mainshaft (inside fifth gear), and a breather tube at the top-right of the image.
TO BE CONTINUED...
0 comments:
Post a Comment