When you click on links to various merchants on this site and make a purchase, this can result in this site earning a commission. Affiliate programs and affiliations include, but are not limited to, the eBay Partner Network.
Dyna Glide ModelsSuper Glide, Super Glide Sport, Super Glide Custom, Dyna Glide Convertible, Super Glide T-Sport, Dyna Glide Police, Dyna Switchback, Low Rider, Street Bob, Fat Bob and Wide Glide.
Hey Allen looking real good. I reused that ring as well and all is fine.
That Spectro golden 80 is really good stuff, but you can use ATF type-f fluid now w/ the baker comp. father in law noticed a difference making the switch couple years back.
Now I did not need to keep working on the stock basket and hub but thought it would be fun and maybe some of yall that do this and want to keep the stock basket would like to see the process.
OK now pressing out the clutch bearing, just picked out the biggest press plug that fit inside of the clutch basket bore:
Next thing I did was reinstall the old clutch bearing into the stock hub for practice - no issues, just wanted to feel what it felt like when the bearing bottomed out on the lip inside the clutch basket - pretty obvious increase in pressure and even a change in sound.
Now when I did it for real I pulled the new clutch bearing out of the freezer and heated up the Evo clutch hub a bit with a heat gun. I also used a little lube on the OD of the clutch bearing and bore of the Evo clutch basket. I then picked out a press plug that supported the OD of the bearing but fit inside the clutch basket bore. You can not see it, but the underside of the clutch basket is supported by large press plugs against the internal bore area to prevent damage to clutch basket ears:
Installing the new clutch bearing required a touch more pressure and made more noise going in. I think that was probably normal because it was a new bearing vs the old one that had already logged ~7000 miles in the clutch basket.
Now let's take a look at the Evo clutch basket on the left, stock one on the right:
And now the Bandit clutch hub on the left, stock right. You can see one of the reasons Bandit has 280% of the stock friction area(smaller ID of the hub leaves more area for friction area):
Starting in 2011, HD started putting in thinner clutch bearings(not sure why) but Bandit has 2 retaining ring slots - the lower one for 2011 and up, the higher one for pre 2011:
Now is when things slowed down and got more difficult. When you press the clutch hub into the clutch basket you need to support the ID of the newly installed bearing which is a about 1/8" wide rim but you cannot have anything too small or it will get in the way of the part of the clutch hub that comes through the bearing.
Had a 36 mm socket that seemed to be OK but the edges on it were rounded and the clutch basket had a hard time staying level on it. Anyway don't want to bore yall too much but tried to find something at Lowes, found something close and spent about a hour trying to grind the inside of it - blah, blah, blah, gave up and went back to the 36mm socket.
I decided to do the first ~ 3/4" of the press with a plug that covered the hole but supported the bearing ID real well. Next I used my primary locking tool across the support plate of the press with the 36mm socket on top:
With this setup I could get underneath the support plate looking up to insure everything stays centered and I was able to complete the clutch hub installation...
Last thing I did today was to install the install the Baker comp and the Evo Bandit clutch basket/hub just "snug" without the chain to do the Baker alignment check. Basically you are taking a measurement off the comp sprocket and the clutch sprocket to where the gasket will sit on the inner primary and the measurements should be within .030" of each other...
Mine is about .060" - double the allowed tolerance. Measured 3 times, all about the same. Spent time scratching my head and looking - when I stand directly over the edge of the inner primary I can clearly see that the comp sticks out more.
After some time I decided to take a measurement of where the starter gear is to the outside edge of the clutch basket's primary chain gear teeth. I did this for the Evo then the old stock basket. Can you guess? The Evo measurement is about .060" less.
Tomorrow I will recheck my measurements then probably talk to Baker - I think they can mill down the motor extension shaft to bring me in tolerance.
Been following this thread since the beginning. So far so good. You're doing some good work here and the documentation of it all is sure to help others. Nice job!
That's a lot of work in itself. Take it slow and all will fall into place
I do have to tell myself to go slow a lot - always fighting the urge to hurry because of limited time available because of work, house issues, etc, etc...
Originally Posted by HD Bobber
Hey Allen looking real good. I reused that ring as well and all is fine.
That Spectro golden 80 is really good stuff, but you can use ATF type-f fluid now w/ the baker comp. father in law noticed a difference making the switch couple years back.
I'll keep that in mind if I have any issues!
Originally Posted by EricInNCa
Been following this thread since the beginning. So far so good. You're doing some good work here and the documentation of it all is sure to help others. Nice job!
Thanks, hope I have not missed anything on how your second Fat Bob is going?
[QUOTE=HD Pilot;14461352]I do have to tell myself to go slow a lot - always fighting the urge to hurry because of limited time available because of work, house issues, etc, etc...
i wish i had your patience dude. you really do take the time to do things right
i wish all hd techs at dealerships and indy shops had 1/2 your patience
7 Surprising Harley-Davidson Products that Are Not Motorcycles
Slideshow: The bar-and-shield logo shows up on far more than motorcycles, some of the company's most unexpected products have nothing to do with riding.
Slideshow: From the troubled AMF years to modern misfires, these bikes earned reputations for reliability issues, questionable engineering, or disappointing performance.
Crazy Bunderbike Build Looks Amazing, But Is It Impossible to Ride?
Slideshow: The Swiss custom shop has taken a Harley Softail and stretched it into something so long and low that it looks closer to a rolling sculpture than a conventional motorcycle.
Engraved Rebellion: Inside Bundnerbike's Glam Rock II
Slideshow: A standard cruiser becomes an intricate metal canvas in the hands of a Swiss custom house known for pushing Harley-Davidson platforms far beyond their factory brief.
Slideshow: Harley-Davidson's challenges aren't abstract; they show up in dropping shipments, shrinking dealer traffic, and strategic decisions that aren't yet translating into growth.
Measured 3 times, all about the same. Spent time scratching my head and looking - when I stand directly over the edge of the inner primary I can clearly see that the comp sticks out more. 
