* . . . How to Adjust a Dry Clutch

• Type:
  • Dry - Multiple disc
    • Worth noting is the MoCo had an optional wet clutch kit for 1954-up KH, XL, XLH, XLCH models. Kit # (37984-57) ¹⁾
  • 7 friction plates, 7 steel plates between a steel backing plate and a front releasing disc
  • Back to front: Backing plate-S-F-S-F-S-F-S-F-S-F-S-F-S-F-Releasing disc
• Capacity: 1900 in-lbs. (158.33 ft lbs.)
• Set up Spring Pressure: 150 lbs.
  • Spring adjustment: 3/16 in. from inner surface of spring tension adjusting plate to outer surface of spring cup flange
• Clutch bearing: .0005 - .002 in. loose
• (1970) - .0005 - .0029 in. loose
• Clutch cover: Must be leak proof. No gasket sealer
• Clutch release rod movement: .095 - .115 in.

• Loosen clutch release rod adjusting screw lock nut and rod adjusting screw. Clutch release worm (inside the sprocket cover) should seat against it's stop when clutch handle is fully extended. If lever doesn't fully seat, check for cable binding in housing.
• Adjust cable length by turning the adjusting sleeve (at hand lever) so the clutch release worm does not quite return against it's stop. This will hold the hand lever in it's fully extended position at all times.
• Tighten clutch release rod adjusting screw until hand lever has 1/8 in. free play before clutch starts to release (slight tension).
• Tighten locknut without disturbing the current cable setting.

• Shifting problems after considerable mileage could be caused by a loose shifter cam assembly which results in trouble shifting the lever into various gears. It can also cause the transmission to suddenly drop out of gear.
• The shifter cam assembly is secured to the access cover with a bolt (7/16”x14x1-1/8”), a lockwasher and 2 dowel pins registering in the access cover. If the assembly becomes loose, the (press fitted) dowel pins can work loose from the assembly and into the access cover holes. When the dowel pins have successfully worked their way out of the assembly support, the shifter cam will tip causing a bind in the mechanism. ²⁾

• If you’re having shifting problems and you’re sure it’s not because of a dragging clutch (before doing exploratory surgery on the internal tranny parts), try removing the chain cover and check for a loose shift assembly bolt. The bolt may appear tight, but it has been known to bottom out in the hole from being slightly too long which allows it to get tight before full clamping force on the assembly. ³⁾
• To properly tighten up the assembly, you can remove the clutch and access cover to check and make sure the dowel pins are properly press fit into the support holes and are a snug fit into the access cover. If the dowels are loose in the cover holes (slight wear), try replacing the standard dowel pins (9220A) with an oversized pair (+0.001 - 9225A), (+0.002 - 9227A) or (+0.003 - 9229A). ⁴⁾ If the holes are out of round in the access door, the door may have to be replaced. A good machinist could probably re-drill the holes straight to accept bigger pins also. ⁵⁾
• When re-assembling the shifter assembly to the access cover, be sure the bolt and lockwasher secure it tight to the door. If necessary, you can shorten the bolt by 1/16” (or one thread) with a Dremil tool with a metal cutting blade or a hacksaw. If the bolt still bottoms out, the threaded hole is too shallow and the pawl carrier support (34514-52) may have to be replaced. ⁶⁾
• Click here for pics and identification of shifter assemblies: Pics of Pawl Carriers and Pawl Carrier Supports

Clutch Sprocket Assembly

• Late 1957-1966 XL, XLH, XLCH (37702-57) ⁷⁾
• 1967-1969 XLCH (37702-57) ⁸⁾
• 1967-1970 XLH (37700-67) ⁹⁾
• 1970 XLCH (37701-70)¹⁰⁾

Primary Chain

• Type primary: 3/8 in. pitch triple chain
• Looseness: 5/8 to 7/8 in. slack (cold engine) - 3/8 to 5/8 in. slack (hot engine)

The kick starter provides a means of starting the engine by manual power. When the pedal is moved in a downward stroke, ratchet teeth of the starter clutch gear and the starter clutch are engaged, transmitting force to the clutch sprocket, primary drive chain and to the engine sprocket.

• Minimum clearance between clutch teeth on starter clutch gear and clutch with starter in up position: .040 in.
• Crankshaft endplay: .001 - .007 in.

On 1967 and later model XLH, an electric starter motor and Bendix type drive unit engage the ring gear on the clutch to crank the engine.

• The shifter is located on the right side of the engine and is foot operated transmitting force through the gear shift shaft, actuating pawl carrier, pawls and gear shifter cam.
• The shifter cam moves shifter forks which slide a series of gear clutches on the mainshaft and countershaft into mesh with the various gears to obtain the desired ratios.

• Overall Gear Ratios are the number of engine revolutions to drive rear wheel one revolution.

Transmission Oil Capacity ^{11) 12)}: 1.5 pints / (24 oz) / (710 ml)

• By the time the 1976 parts catalog came out, all three early transmission sprocket versions were available for replacement of the original no matter which bike you had and from 1954 to then current. It stayed that way until Late 1979 in the parts catalogs. However, 1973 and up Sportsters all came factory with a 21T sprocket, according to the FSM. There is also an overlap in 1973 in that the FSM(s) states a 21T and a 20T for 1973 ³¹⁾. Maybe a mid year change?

• Clutch gear ball bearing in case: .0001 - .0012 in loose
• Ball bearing on clutch gear: .0001 in. loose - .0009 in. tight
• Clutch gear on mainshaft: .001 - .002 in. loose
• Mainshaft right side roller bearing: .0006 - .0014 in. loose
• Mainshaft roller bearings: ³²⁾
  • (9095) Standard = .1562“
  • (9096) + .0004” = .1566“
  • (9097) + .0008” = .1570“
• Mainshaft end play: .004 - .009 in.
• (1970) .003 - .009 in. with all axial play removed
• Third gear
  • On shaft: .002 - .003 in. loose
  • End play: .015 - .025 in. loose
  • (1970) .012 - .030 in

Standard rollers should measure .15625”-.15610“. ⁶⁵⁾
Fit to shaft may not be determined by race size.
In order to fit 23 new std rollers in the race, it needs to be big enough to accept 23 rollers with out the rollers binding in the race.
When sized to the min. dia. that accepts 23 rollers with out bind, the shaft (.991” dia) will be will be about .002 running clearance.
This is because there is no roller cage. The rollers touch each other.
Because of the zero% roller to roller space trying to fit 23 o.s. rollers means the race needs to a lot bigger than the roller amount of roller o.s.
This results in a looser running fit than used in the standard rollers.
To use the os rollers and get a tighter fit than 23 standards, you can only use 22 o.s rollers.
Rigid hone / line lap race to take 23 standards.
Then let clearance be whatever it is.

Mainshaft roller bearings 66)

• Countershaft end bearings: Retained needle roller bearing
• Bearing fit on shaft ends: .0005 - .002 in. loose
• Bearing fit in case: press
• End play: .004 - .009 in.
• Second gear
  • On shaft: .001 - .0025 in. loose
• Low gear
  • On shaft: .0005 - .0016 in. loose
  • End play: .004 - .009 in.
• Drive gear
  • On shaft: .001 - .0025 in. loose
  • (1970) .0005 - .0030 in. loose
  • End play: .004 - .009 in.
• Clearance between clutch faces
  • Countershaft low an third gear: .038 - .058 in.
  • Countershaft second and third gear: .038 - .058 in.
  • 1970
    • Mainshaft clutch gear and second gear: .043 - .083 in.
    • Mainshaft third gear and second gear: .043 - .083 in.
    • Shifter end play: .010 - .030 in