These guys make a good product, those OEM pully's weigh around a bowling ball. Evolution takes a little weight off the shaft, Andrews is heavy like OEM, Evolution made a chrome moly version I have on the White Bike @ 3 lbs.

https://www.evolution-industries.com...ssion-pulleys/

I'm thinking you can come off that moldy money and drop a Baker OD6 gear set with a lower 1st gear in it with the inner primary off. Only issue with a 34 on a bagger is having to ride the clutch taking off plus loosing some acceleration but with you on engine rpm's down some on long interstate runs.

 

Is this what you're calling the wedding band seal?


Got it apart. Some stuff was obvious. The pulley nut was completely loose, and the retaining thing that's supposed to keep it from moving was no where to be found. The retaining screw, however, was embedded in all the gunk inside the pulley.

Pulled the main seal. Hard to say, but at first glance it doesn't look obviously bad.

 

The seal that is sometimes called the wedding band seal is the one that is in the end of the main drive gear, sealing the space between the main drive gear and the mainshaft.

 

What pulley hardware is on that machine, OEM from 1989, or the mid `94 and later setup?

 

I went 34 tooth on mine, it put the sweet spot at freeway speeds.

 

Check the shaft seal between the input shaft and output shaft. It's a tiny one and the factory one is only half width. I had one start spinning and it started leaking. While you are there, change it as well.....

That may be what was spoken about above.....

 

No, I think the red arrows are pointing to the quad seal (thin o-ring behind the bearing/pulley spacer) and the wedding band seal is what Dan89 and Tex were describing.

Strange things happen, but looking at your initial photo and it dripping off the inner, trans fluid has a hard time getting there past the pulley.

As suggested, change the wedding bad seal and while your pondering the route you wanna go - Photos look different in real life, but those splines on the man gear look worn pretty bad. Clean and inspect them closely and the splines in the pulley also. Loose nut wears all that quickly.

 

Funny you should say that. I rode over to a relatives house with my Evo Sporster and one of the older relatives there said something to another relative about wanting to put something under my motorcycle. When asked why he said "It's a Harley and they all leak oil." I said to him, "Do you see any oil leaking under the motorcycle?" He said no, and I told him it had an Evolution engine that was designed to not leak oil. His reply was a sarcastic "If it doesn't leak oil it's not a real Harley." I ended up putting a piece of cardboard under it just to placate him. The cardboard's still dry.

 

Here are some more pix.

I assume all this is what came from the factory in 1990.


The nut looks like it took quite a beating at some point.



It's hard to see, but it looks like there are some witness marks on the case from the pulley.


The splines on the pulley don't look good. There is a distinct, sharp lip on them on this side.

 

The only thing that prevented the sprocket nut from loosening was a single allen head screw in the sprocket, which theoretically would stop the nut from loosening. It was a failure.

In `92 the moco added a lock plate that was secured by 2 screws, didn`t work either.

In mid `94 the moco made the sprocket thicker at the splined area, and the spacer was made shorter to compensate for this.

The new design spacer also was a larger outside diameter, to help keep the sprocket from wobbling. A new oil seal with a larger inside diameter is used in conjunction with the new spacer.

Old spacer Length .850" O.D. 2.062"

New spacer Length .600" O.D.2.254"

You definitely want to go back together with the latest configuration hardware.

If you go with a different sprocket, make sure it is the new design at the spline area.

I think the main drive gear is shot, a new sprocket will work its way loose on the damaged splines.