5 speed transmission differences
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Road Warrior
Joined: Apr 2018
Posts: 1,347
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From: Moneta, Virginia
5 speed transmission differences
The five speeds on Evo models have a spring travel, up while in 5th gear, down when in 1st. Its exactly the same travel as between the other gears.
Five speeds on TCs have no travel, the shift lever is solid at the top and bottom of the gear set.
Can someone tell me what changed?
Five speeds on TCs have no travel, the shift lever is solid at the top and bottom of the gear set.
Can someone tell me what changed?
Grand HDF Member
Joined: Apr 2007
Posts: 3,712
Likes: 3,030
From: Brighton, MI
Shift drum and shift mechanism changed.
Even the size or the trap door bearing (slightly larger) changed in the very last of the 5 speeds.
Look on some of the used parts websites and you will see pics of the difference.
I changed mine out to the later style drum and shifter, and am happy with it. As you mentioned it is a totally different feel.
Sorry that is the short answer currently at work and posting from my phone.
Even the size or the trap door bearing (slightly larger) changed in the very last of the 5 speeds.
Look on some of the used parts websites and you will see pics of the difference.
I changed mine out to the later style drum and shifter, and am happy with it. As you mentioned it is a totally different feel.
Sorry that is the short answer currently at work and posting from my phone.
Grand HDF Member
Joined: Apr 2007
Posts: 3,712
Likes: 3,030
From: Brighton, MI
To elaborate on my earlier post, moco went with a roller type detent instead of the older style spring loaded cam type plunger. Makes for easier and smoother shifts and reduces over shift greatly. The newer shift drum is hollow so it is lighter. This helps reduce the tendency for over shift that some might experience. The older style heavier solid drums actually contributed to potential over shift because the weight (momentum) of the drum made it more prone to want to keep rolling past the detent or partially into the next higher gear during shifting.
The shifter mechanism does away with the pawl spring for a newer style setup just like the jims or the baker upgrade. It also eliminates the dreaded broken pawl spring issue. Also heard that once the shift pawl adjustment is done, it is done. No more need for periodic adjustment. The new style mechanism has an additional arm (or a stop) on it that makes the "dead stop" in 1st and 5th. No more play in the shifter to keep you busy while waiting for the traffic light to turn green.
The new style shifter mechanism has a longer shaft where it passes thru the trans case, so you either need to remove the older style shift shaft bushing and install the newer style (longer) bushing, or use the current shifter shaft spacer and add a 0.25 spacer made out of a second bushing to compensate for the longer shaft. The 0.25 spacer is "about" the correct length. Measuring and sizing of that spacer is advised.
I would not make the shifter mechanism and drum change unless I was already digging into the trans for something else. While it is a nice upgrade, I need more than that single "upgrade" as motivation to pull the gear set.
The shifter mechanism does away with the pawl spring for a newer style setup just like the jims or the baker upgrade. It also eliminates the dreaded broken pawl spring issue. Also heard that once the shift pawl adjustment is done, it is done. No more need for periodic adjustment. The new style mechanism has an additional arm (or a stop) on it that makes the "dead stop" in 1st and 5th. No more play in the shifter to keep you busy while waiting for the traffic light to turn green.
The new style shifter mechanism has a longer shaft where it passes thru the trans case, so you either need to remove the older style shift shaft bushing and install the newer style (longer) bushing, or use the current shifter shaft spacer and add a 0.25 spacer made out of a second bushing to compensate for the longer shaft. The 0.25 spacer is "about" the correct length. Measuring and sizing of that spacer is advised.
I would not make the shifter mechanism and drum change unless I was already digging into the trans for something else. While it is a nice upgrade, I need more than that single "upgrade" as motivation to pull the gear set.
Last edited by Yankee Dog; Mar 8, 2022 at 04:37 PM.
Thread Starter
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Road Warrior
Joined: Apr 2018
Posts: 1,347
Likes: 820
From: Moneta, Virginia
Thanks YD, sounds like you know your 5 speeds.
The shifter mechanism does away with the pawl spring for a newer style setup just like the jims or the baker upgrade. It also eliminates the dreaded broken pawl spring issue.
Good to hear the pawl spring is a goner been there done that! But, I do miss that travel up from 5th gear I do a lot of mountain riding and sometimes forget what gear Im in, using the travel above 5th is an old habit I guess!
Thanks
The shifter mechanism does away with the pawl spring for a newer style setup just like the jims or the baker upgrade. It also eliminates the dreaded broken pawl spring issue.
Good to hear the pawl spring is a goner been there done that! But, I do miss that travel up from 5th gear I do a lot of mountain riding and sometimes forget what gear Im in, using the travel above 5th is an old habit I guess!
Thanks
Seasoned HDF Member
Joined: May 2008
Posts: 21,026
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From: South Carolina
Actually, the shifter pawl spring is still there on the newest design shift pawl, but it is much beefier than the old spring.
Also, the roller detent eliminated the need for the shift pawl adjustment, so the eccentric pin was replaced with a non-adjustable pin.
The tool for removing and installing shifter shaft bushing is available from Jims, tool # 1661.
The latest design shifter shaft bushing part number is 34979-00.
Also, the roller detent eliminated the need for the shift pawl adjustment, so the eccentric pin was replaced with a non-adjustable pin.
The tool for removing and installing shifter shaft bushing is available from Jims, tool # 1661.
The latest design shifter shaft bushing part number is 34979-00.
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