The Spares Company
Club Shop/Regalia
Parent Website
Contact Officials
Machine Registrar
Club Secretary
Membership Secretaries
MPH Editor and Forum Administrator.
Section Newsletters
Technical Databases
Photos
Home
What's new
Latest activity
Forums
New posts
What's new
New posts
Latest activity
Information
Bike Modifications
Machine Data Services
Manufacturers Manuals
Spare Parts Listings
Technical Diagrams
Whitakerpedia (Vincent Wiki)
The Club
MPH Material Archive
Flogger's Corner
Obituaries
VOC Sections
Local Sections
Local Section Newsletters
Miscellaneous
Club Assets
Club History
Club Rules
Machine Data Services
Meeting Documents
Miscellaneous
Essential Reading
Magazine/Newspaper Articles/Letters
Adverts and Sales Brochures
The Mighty Garage Videos
Bikes For Sale (Spares Company)
Log in
Register
What's new
New posts
Menu
Log in
Register
Install the app
Install
Home
Forums
Forums: Public Access
Tech. Advice: Series 'B' / 'C' 500cc/1000cc Bikes
Jumping out of third gear.
JavaScript is disabled. For a better experience, please enable JavaScript in your browser before proceeding.
You are using an out of date browser. It may not display this or other websites correctly.
You should upgrade or use an
alternative browser
.
Reply to thread
Message
<blockquote data-quote="Robert Watson" data-source="post: 139364" data-attributes="member: 38"><p>Always meant to sit down and write this out.....</p><p></p><p>Firstly G6 on the clutch shaft is always engaged with G7 on the layshaft. The constant mesh pinions.</p><p></p><p>For first gear G9 engages the dogs of G10 which is turning driven by the G6/G7 constant mesh pinions. G9 also engages the big end of the double gear G11 as it slides on the output shaft spline driving the output shaft and final drive sprocket.</p><p></p><p>For second gear G8/1 engages the dogs of G7 and also the teeth of the small end of G11 as it slides on the output shaft spline driving the output shaft and final drive sprocket.</p><p></p><p>For third gear G10 still turning through the engagement of the constant mesh pinions, and is also in constant mesh with G12 the third gear pinion, now has the large end of the double gear slide over the driving dogs which like first and second above Drive the output shaft and final drive sprocket.</p><p></p><p>For fourth gear, often referred to as direct drive as it really doesn't involve any speed change through gears, is obtained by the internal small end of the double gear G11 engaging the external dogs of the first constant mesh pinion G6. This makes the out put shaft turn the same speed as the clutch shaft so the final drive sprocket turns the same RPM as the clutch shaft. </p><p></p><p>All other gears are not engaged in each of the above scenarios, and also in neutral, should any issue occur to engage more gears, say for instance G8 becoming welded to the layshaft at around 100 MPH, disaster can ensue, don't ask how I know this except to say that a very wiggly black stripe measuring 208 feet (not stretched out but as the crow flies) and a trip to the haberdasher are occurrences to be dealt with. </p><p></p><p>So to answer Len, G12 and G 11 are likely the culprits!</p></blockquote><p></p>
[QUOTE="Robert Watson, post: 139364, member: 38"] Always meant to sit down and write this out..... Firstly G6 on the clutch shaft is always engaged with G7 on the layshaft. The constant mesh pinions. For first gear G9 engages the dogs of G10 which is turning driven by the G6/G7 constant mesh pinions. G9 also engages the big end of the double gear G11 as it slides on the output shaft spline driving the output shaft and final drive sprocket. For second gear G8/1 engages the dogs of G7 and also the teeth of the small end of G11 as it slides on the output shaft spline driving the output shaft and final drive sprocket. For third gear G10 still turning through the engagement of the constant mesh pinions, and is also in constant mesh with G12 the third gear pinion, now has the large end of the double gear slide over the driving dogs which like first and second above Drive the output shaft and final drive sprocket. For fourth gear, often referred to as direct drive as it really doesn't involve any speed change through gears, is obtained by the internal small end of the double gear G11 engaging the external dogs of the first constant mesh pinion G6. This makes the out put shaft turn the same speed as the clutch shaft so the final drive sprocket turns the same RPM as the clutch shaft. All other gears are not engaged in each of the above scenarios, and also in neutral, should any issue occur to engage more gears, say for instance G8 becoming welded to the layshaft at around 100 MPH, disaster can ensue, don't ask how I know this except to say that a very wiggly black stripe measuring 208 feet (not stretched out but as the crow flies) and a trip to the haberdasher are occurrences to be dealt with. So to answer Len, G12 and G 11 are likely the culprits! [/QUOTE]
Insert quotes…
Verification
The Series 'A' Rapide was known as the '********' Nightmare?
Post reply
Home
Forums
Forums: Public Access
Tech. Advice: Series 'B' / 'C' 500cc/1000cc Bikes
Jumping out of third gear.
This site uses cookies to help personalise content, tailor your experience and to keep you logged in if you register.
By continuing to use this site, you are consenting to our use of cookies.
Accept
Learn more…
Top