Baker GRUDGEBOX Manual
Baker GRUDGEBOX is a top of the line 6-speed overdrive transmission kit. Its significant improvements to performance and durability make it a great choice for those looking to take their motorcycle to the next level. With an all spur gear design, it eliminates the power loss associated with helical gears and increases torque capacity with wider gear engagement and thicker circumferential tooth thickness. The tapered roller main drive gear bearing provides unmatched strength and durability, while the dog tooth engagement with 4° undercuts and .250” axial engagement guarantees crisp, precise shifting and eliminates gear hop-out.
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PV4-118310
GRUDGEBOX TRANSMISSION KIT
TABLE OF CONTENTS
1. About your new GrudgeBox
2. Features and gear ratios
3. GrudgeBox – Behind the name
4. Required parts, tools, and reference materials
5. Included parts
6. Bearing door exploded view
7. Bearing door parts list
8. Gearset exploded view
9. Gearset parts list
10. Tapered bearing exploded view and parts list
11. Shift system exploded view and parts list
12. Torque specifications and stock component removal
13. Transmission case preparation
14. Tapered bearing adapter preparation
15. Heating the transmission case
16. Tapered bearing adapter installation
17. Countershaft bearing and main drive gear installation
18. Main drive gear installation
19. Setting up end play in the tapered roller bearings
20. Seal and pulley spacer installation
21. Shifter pawl and gearset installation
22. Gearset installation
23. Finish line and ECM re-flash
24. Wiring diagram for reverse N1 pattern kill drums
25. Terms & conditions
26. Transmission oil change log
27. General maintenance log
PV4-118310
PV4-118310
INTRODUCTION
ABOUT YOUR NEW GRUDGEBOX
The GrudgeBox is an all spur 6-speed overdrive transmission that delivers uncompromised performance in all gears and significantly more torque capacity than the stock unit. The primary impetus for the design was performance, but the GrudgeBox was also designed for those who spend a lot of time in the saddle looking for that extra gear on the highway. 6 th gear is a true overdrive that is numerically mild to yield a 250 RPM drop as compared to the stock unit. The gearset fits into the stock transmission case with no modifications. It has earned its BAKER pedigree with extensive highway testing and many merciless passes at the dragstrip.
FITMENT
•
2006 – Later Dyna
•
2007 – Later Softail & Touring Models
BREAK-IN
The GrudgeBox requires no break-in schedule. However, we do recommend that you take it easy for the first 20 miles to confirm that there are no issues related to basic function of the transmission and the reassembly of the motorcycle. You will notice that the transmission will shift smoother and operate quieter after about 2500 miles. Like any machine, scheduled oil changes are key to years of trouble-free service. Log your transmission oil changes at the recommended intervals on page 26. General maintenance can be logged on page 27.
FLUIDS
The GrudgeBox requires 28-32 oz. of transmission fluid. We recommend Spectro 6-speed transmission oil that has long chain polymers that stand up to the harsh environment that this high-performance transmission can deliver. Please follow the recommended oil change intervals on page 26 and document your transmission service history. The exception to the stated intervals is winter storage. If the bike is stored in an environment that has significant temperature fluctuations, there will be water condensation inside the transmission. The oil should be changed immediately when it comes out of storage and is put back into service.
WARRANTY
This product includes a 5-year, 50,000-mile warranty. All steps in these instructions must be completed as outlined for the warranty to remain valid.
PAGE 1
PV4-118310
FEATURES AND GEAR RATIOS
FEATURES
The GrudgeBox is the most innovative, well executed, robust transmission we have ever endeavored to design and manufacture. Significant GrudgeBox features include:
1. 6-Speed overdrive design . The 5 th gear ratio of the GrudgeBox is 1:1 which is equivalent to the stock transmission 6 th gear ratio. The overdriven 6 th gear ratio offers a
250 RPM reduction for highway cruising.
2. Straight cut (spur) gears . Gear School 101. Helical gears are used in most motorcycles and cars these days because they are quieter than spur gears. However, there’s a cost for noise reduction because helical gears give up horsepower. The amount of horsepower given up is proportional to the angle of the helix on a given gear pair. The stock transmission has helical gears in 2 nd through 6 th . The GrudgeBox is configured with all spur gears and no sacrificed horsepower.
3. Gear width.
Stock transmission gear engagement is typically .500”, GrudgeBox is .700” in 1 st through 4 th with nearly twice the circumferential tooth thickness. Generally speaking, torque capacity of a transmission is the product of the gearset center distance, gear engagement width, and circumferential tooth thickness at the pitch line.
4. Tapered roller main drive gear bearing.
We replaced the problematic self-aligning stock main drive gear bearing with a tried-n-true opposing tapered roller bearing pair; patent pending. We did this because any transmission is only as strong as its weakest link.
5. Dog tooth engagement.
The dog teeth on the stock 3 rd and 4 th gears have roughly
.200” axial engagement with a less-than 1° undercut. This is a formula for gear hop-out.
For the GrudgeBox we chose 4° undercuts with .250” axial engagement in all positions to guarantee NO gear hop-out or missed shifts, which translates into NO lost revenue if you are a Grudge hustler.
6. Direct acting shifter pawl.
Upshifting with the stock 07-later shifter pawl is much like pushing on a rope. To make upshifts crisp and precise, we developed a direct acting pawl that engages the drum pins with negligible free play and no ropes.
GEAR RATIOS
GrudgeBox
1 st – 3.20
2 nd – 2.21
3 rd – 1.61
4 th – 1.27
5 th – 1.00
6 th – 0.92
Stock H-D
1 st – 3.34
2 nd – 2.31
3 rd – 1.72
4 th – 1.39
5 th – 1.19
6 th – 1.00
PAGE 2
PV4-118310
GRUDGEBOX – BEHIND THE NAME
Grudge racing is street racing, often done illegally, in which real dollars are bet on a single race.
As such, the internal configuration of the engine and drivetrain are a closely guarded secret to gain an advantage over the competitors. The GrudgeBox was conceived to be a highperformance transmission with performance inspired gear ratios but no outward appearance to give away the fact that a thoroughbred torque multiplying machine occupies the inner walls of the transmission case.
The GrudgeBox is available with different bearing door finishes: machined billet, chrome, polish, powdercoat with highlights, and Sleeper. The Sleeper door is available to achieve the aforementioned anonymity. To make the Sleeper door we apply mechanical taxidermy to a stock factory door by milling out all anatomy and bone structure on the stock door to leave a
.125” thick shell with stock factory powdercoat. The shell then fits over a billet sub-door, like a
3D puzzle, to yield the Sleeper door which fathered the name GrudgeBox (figure 1). Externally, the GrudgeBox with the Sleeper door gives no indication that a drag racing transmission lives underneath and that may be the difference between winning and losing.
FIGURE 1 | GRUDGEBOX SLEEPER DOOR
Three different shift drum configurations are offered; standard pattern (1-N-2-3-4-5-6),
N1 pattern (N-1-2-3-4-5-6), and reverse N1 pattern kill (6-5-4-3-2-1-N).
The N1 drum is similar to the standard pattern drum, but neutral is relocated from the standard position between 1 st and 2 nd to the position below 1 st gear. The N1 drum makes it effortless/mindless to find neutral. Racers, those who live in mountainous regions, and people with restricted foot and leg mobility rely on the N1 pattern to find neutral every time without having to think about it.
Reverse N1 pattern kill drums are for the advanced disciples of the quarter-mile club. As the name implies, reverse N1 pattern is just like the aforementioned N1 pattern but reversed. To upshift, you stomp down on the lever. The “kill” part relates to repurposing the neutral switch to allow for clutchless upshifts and downshifts. See page 26 for wiring diagram.
PAGE 3
PV4-118310
WHAT DO I NEED?
REQUIRED PARTS, TOOLS, & REFERENCE MATERIALS
To install the GrudgeBox Transmission Kit, the following is required:
•
Factory Service Manual for your year and model motorcycle
•
Common hand tools (allen wrenches, sockets, retaining ring pliers, etc.)
•
Breaker bar, 1/2" drive
• Torque wrenches, 3/8” & 1/2” drive
•
13/16” socket, 6 pt, 1/2” drive
•
Red and blue threadlocker
•
A new primary cover gasket
•
Dial indicator (.0005” increments)
•
MAP/Propane gas or heat gun
•
Main drive gear & bearing service tool o BAKER TOOLA-07 o H-D equivalent 35316C
•
Inner primary race service tool o BAKER TOOLB-56 o H-D equivalent 34902B
•
Pulley locking tool o BAKER TOOLC-56 o H-D equivalent 46282
•
Pulley nut socket o BAKER TOOLD-07 o H-D equivalent 47910
•
Countershaft bearing service tool o BAKER TOOLE-07
•
Primary drive locking tool o H-D-48219 (Touring models) o H-D-47977 (Softail/Dyna)
•
Primary fluid, 40 oz. (Touring models) or 46 oz. (Softail/Dyna) o BAKER recommends Spectro Heavy Duty Primary Chain Case Oil; R.HDPCO
•
Transmission fluid, 28-32 oz.
o BAKER recommends Spectro Heavy Duty Platinum 6 Speed Transmission Oil;
BD-75140-32
HIGHLY RECOMMENDED ADDITIONAL PART
Baker Drivetrain highly recommends that the automatic chain tensioner be replaced with a Baker Attitude Adjuster (figure 1).
Extensive testing and durability miles have proven that our
Attitude Adjuster (P/N 177-67K) puts less shear stress load on the motor sprocket shaft and the transmission mainshaft, thereby extending the life of the drivetrain components.
NOTE: DOES NOT FIT 2018-LATER SOFTAILS WITH MID CONTROLS FIGURE 2 | BAKER ATTITUDE ADJUSTER
PAGE 4
PV4-118310
WHAT’S INCLUDED IN MY KIT?
GrudgeBox gearset w/ shift system
5/16”-18 SHCS, stainless, 73497
Washers, stainless, 6100
Shifter pawl, 555-GB-A
Shifter pawl washer, 6497HW
Shifter pawl retaining ring, 68010
Shifter pawl seal, 37101-84B
Countershaft bearing, 8963
Tapered roller bearing, HR32910J
Tapered roller bearing adapter, 11610-GB
Pulley spacer w/ O-ring, 33334-GB | OR568M52
Main drive gear seal, 12074-67
85mm beveled internal retaining ring, VHO-334STPA
.102” bearing spacer, 11615-GB, white (shown)
.104” bearing spacer, 11620-GB, green (pre-installed)
.106” bearing spacer, 11625-GB, blue (shown)
Bearing door gasket, 35654-67
Top cover gasket, 34917-06-F (shown)
25700453 (M8)
Side cover gasket, 36805-06-F
Speed sensor spacer, 132-56R
Bearing adapter installation cup, T855-GB
Inner primary bearing, P205PP-H
Inner primary bearing seal, 25X52X07ADL
PAGE 5
Side cover emblem, EMBLEM-GB
BEARING DOOR EXPLODED VIEW
PV4-118310
FIGURE 3 | EXPLODED VIEW, BEARING DOOR
PAGE 6
ITEM
1
2
3
10
11
12
13
14
15
7
8
9
4
5
6
16
17
18
19
PV4-118310
P/N
24050
BEARING DOOR PARTS LIST
25C62KFC
481C-6
QTY DESCRIPTION
4 Button head cap screw, 1/4"20 x .625”
2 Flat head cap screw, 1/4"20 x .625”
1 Retainer plate, door bearings
7340BD
6304
26735
36805-06F
73497
6100
108-GB
118-GB
119-GB
35654-67
16583-67
F1409
25C75KCS
N/A
25X52X07ADL 1
P205PP-H 1
34917-06F
25700453
132-56R
1
1
1
1
8
8
2
2
2
1
1
1
1
1
1
1
2
Nut, 1-1/8" socket, mainshaft & countershaft
Bearing, radial ball, 52mm
Dowel, 3/16” x .500”
Gasket, side cover
Socket head cap screw, stainless, 5/16”-18 x 1.500”
Washer, stainless, .341” x .560” x .058”
Bearing door, GrudgeBox, chrome
Bearing door, GrudgeBox, black w/ highlight
Bearing door, GrudgeBox, Sleeper
Gasket, bearing door
Hollow dowel, 10mm x .375”
Magnet, .265
” x .750” x .250”
Socket head cap screw, 1/4"20 x .750”
GrudgeBox gearset w/ shift system
Seal, inner primary, 25 x 52 x 7mm
Bearing, inner primary, 25 x 52 x 15mm
Gasket, top cover, 2006/07 – Later
Gasket, top cover, 2017/18 – Later M8
Spacer, speed s ensor, .100”
PAGE 7
GEARSET EXPLODED VIEW
PV4-118310
PAGE 8
FIGURE 4 | EXPLODED VIEW, GEARSET
ITEM
1
2
3
4
5
6
7
8
9
10
11
12
13
20
21
22
23
24
25
26
27
28
29
30
31
14
15
16
17
18
19
PV4-118310
1
1
1
1
1
2
1
4
2
5
4
1
1
1
1
1
1
1
1
1
1
1
1
1
1
P/N
6M-GBW
BD-11081
11082
2M-GB
3M-GB
BD-3042
MS-GB
CS-GB
8963
5C-GBW
4C-GBWZ
6C-GBW
2C-GB
3C-GB
TWD1423
K22X26X17
1C-GB
BD-2035
12035B
125RRBI
HK2520
11599-90
5M-GBW
DC45-GB
11067
6003B
VS-275
BD-7241
4M-GBWZ
8876A
AS3047
GEARSET PARTS LIST
QTY DESCRIPTION
1 Seal, main drive gear, 25 x 32 x 6mm
2 Retaining ring, i nternal, 1.250”
2
1
1
1
Bearing, drawn cup needle, 25 x 32 x 20mm
Spacer, main drive gear , 1.060” x 1.250” x 1.225”
5 th gear, mainshaft, 31T, spur
Dog clutch, 4 th -5 th gear, GrudgeBox, all
Retaining ring, external, eaton style, 30mm
Thrust washer , 1.185” x 1.380” x .071”
Retaining ring, external, 2.750”
Reluctor ring, 41T
4 th gear, mainshaft, 28T, spur
Bearing, split cage needle, 26 x 30 x 13mm
Thrust washer, 1.185” x 1.843” x .039”
6 th gear, mainshaft, 32T, spur
Thrust washer, s plined, 1.185” x 1.430” x .125”
Segment ring , 1.102” x 1.280” x .056”
2 nd gear, mainshaft, 21T, spur
3 rd gear, mainshaft, 25T, spur
Thrust washer, 1.185” x 1.645” x .039”
Mainshaft & 1st gear, 16T, spur
Countershaft
Bearing, drawn cup needle, 30 x 37 x 21mm
5 th gear, countershaft, 20T, spur
4 th gear, countershaft, 23T, spur
6 th gear, countershaft, 19T, spur
2 nd gear, countershaft, 30T, spur
3 rd gear, countershaft, 26T, spur
Thrust washer, .883” x 1.420” x .125”
Bearing, caged needle, 22 x 26 x 17mm
1 st gear, countershaft, 33T, spur
Thrust washer , .791” x 1.361” x .107”
PAGE 9
PV4-118310
4
5
6
1
2
3
7
8
9
TAPERED BEARING EXPLODED VIEW AND PARTS LIST
FIGURE 5 | EXPLODED VIEW, TAPERED ROLLER BEARING
ITEM P/N QTY DESCRIPTION
5M-GBW
OR568132
HR32910J
11610-GB
11615-GB
11620-GB
11625-GB
OR568M52
33334-GB
1302-334PP
12074-67
1
1
1
1
1
1
1
2
1
1
1
5 th gear, mainshaft, 31T, spur
O-ring, Buna #132
Bearing, tapered roller, 50 x 72 x 15mm
Adapter, tapered roller bearings
Spacer, tapered roller bearings , .102”, white**
Spacer, tapered roller bearings , .104”, green*
Spacer, tapered roller bearings , .106”, blue**
O-ring, pulley / sprocket spacer, 52mm
Spacer, pulley / sprocket
Retaining ring, beveled internal, 85mm
Seal, main drive g ear, 2.380” x 3.375” x .285”
* .104” spacer (green) is pre-installed on the main drive gear
** .102” (white) and .106” (blue) spacers are included separately in your kit
PAGE 10
PV4-118310
7
8
9
2
3
4
5
6
10
11
ITEM
SHIFT SYSTEM EXPLODED VIEW AND PARTS LIST
P/N
FIGURE 6 | EXPLODED VIEW, SHIFT SYSTEM
QTY DESCRIPTION
1 200-GB-A
200-GBN1-A
200-GBN1RK-A
23205
102-GB
101-GB
35224-GB
103-GB
35222-67
555-GB-A
37101-84B
6497HW
68010
1
1
1
1
1
3
1
1
1
1
1
1
1
Shift system, standard pattern
Shift system, N1 pattern
Shift system, reverse N1 pattern w/ kill
Socket head cap screw, 1/4"20 x .750”
Shift fork, 2 nd gear, mainshaft
Shift fork, 4-5 dog clutch, mainshaft
Fork rod, mainshaft, 6.285”
Shift fork, 3 rd Gear, countershaft
Fork rod, countershaft, 4.825”
Shifter pawl
Seal, shifter pawl, .500
” x .750” x .170”
Washer,
.459” x 1.125” x .045”
Snap ring, external, .4375
PAGE 11
PV4-118310
BEFORE YOU BEGIN
T he transmission is a component in the powertrain of your motorcycle. As such, it’s function is highly dependent on other components in the powertrain to perform as designed. If the clutch, clutch actuator, primary, or shift linkage is worn, tired, or compromised in any way, the transmission will not perform as designed. The process of installing the GrudgeBox is the perfect time to assess and freshen up these components to ensure the transmission gives you years of trouble-free service.
TORQUE SPECIFICATIONS
THREAD
1/4"-20
5/16”-18
5/16”-24
9/16”-12
3/4”-18
13/4”-20
9/1 6”-18
3/4”-16
1/2”-20
1/2”-20
APPLICATION
Side cover, top cover, derby cover, outer primary, VSS, pulley locking plate
Bearing door, inner primary
Shift arm pinch bolt
Comp sprocket bolt
Clutch nut
Pulley/sprocket nut
Neutral switch
Transmission dipstick
Transmission drain plug
Primary drain plug
TORQUE VALUE THREADLOCKER
132 – 156 in-lb
22 – 25 ft-lb
18 – 22 ft-lb
See Factory Service Manual
70 – 80 ft-lb
100 ft-lb, loosen 1 full turn, then 35 ft-lb + 35° – 40°
120 – 180 in-lb
25 – 75 in-lb
14 – 21 ft-lb
14
– 21 ft-lb
Blue recommended
Blue recommended
Blue recommended
Red required
Red required
Red required
None
None
None
None
STOCK COMPONENT REMOVAL
Refer to your Factory Service Manual for detailed instructions on how to remove your stock gearset, main drive gear, shifter pawl, and speed sensor from the transmission case. Softails,
Dynas, and Touring models are all different configurations and require different methods to accomplish the removal. Ensure that you have the correct Factory Service Manual for your year and model of motorcycle.
THE COUNTERSHAFT CUP BEARING MUST BE REMOVED FROM THE
TRANSMISSION CASE AT THIS TIME. USE BAKER TOOLE-07 OR EQUIVALENT.
A REPLACEMENT IS PROVIDED IN YOUR KIT, BUT IT WILL BE INSTALLED
AFTER THE TAPERED BEARING ADAPTER.
BERT TIPS:
Apply heat to the comp sprocket bolt head prior to removal. Failure to do so could result in mangled sprocket shaft threads and halt the installation of your GrudgeBox.
Remove the dipstick prior to removing the gearset from the transmission case. Failure to do so will result in a broken dipstick and a trip to the nearest H-D dealer.
PAGE 12
PV4-118310
BEFORE INSTALLING YOUR GRUDGEBOX
TRANSMISSION CASE PREPARATION
Surgically clean the left side of the transmission case in preparation for installing the new
GrudgeBox main drive gear and gearset. This surgical cleansing includes the main drive gear and countershaft bearing boss areas, the three inner primary mount bosses, and the shifter pawl boss. See figure 7.
The bearing boss areas must be clean to ensure that no dirt or debris scores the bearing bores during the removal of old bearings and installation of new ones. The three inner primary mount bosses need to be clean so that the tool plate registers flat on the left side transmission case.
CAUTIONARY NOTE
FIGURE 7 | SURGICALLY CLEAN THE LEFT SIDE OF THE
TRANSMISSION CASE IN THE AREAS INDICATED ABOVE
There are special tools available from other manufacturers that remove and install the countershaft cup bearing, but they all have one fundamental error – they push on the inside of the cup (from right to left in the motorcycle) for removal and installation. THIS IS WRONG! Cup bearings require that the installation force be applied to the outside of the cup (from left to right). BAKER TOOLE-07 (sold separately) applies removal and installation forces in the proper direction.
VISIT THE BAKER DRIVETRAIN YOUTUBE CHANNEL AND WATCH
CLASS #4 . IN THIS VIDEO, WE SHOW YOU HOW TO INSTALL THE
TAPERED ROLLER BEARING ADAPTER AND MAIN DRIVE GEAR.
WATCHING THE VIDEO AHEAD OF TIME WILL GIVE YOU THE TIPS,
TRICKS, AND KNOWLEDGE TO ENSURE A PROPER INSTALLATION.
PAGE 13
PV4-118310
INSTALLING THE TAPERED BEARING ADAPTER
TAPERED BEARING ADAPTER INSTALLATION
1. Apply a thin coating of oil to the outer diameter of the tapered bearing adapter. Do the same to the main drive gear bearing bore in the transmission case.
2. Use the aluminum cup provided in your kit in combination with the main drive gear installation tool (BAKER
TOOLA-07 or H-D equivalent 35316C ) to install the tapered bearing adapter.
Refer to the section on installing the main drive gear bearing in your
Factory Service Manual. The tool will be set up in a similar manner, but with a few key differences. The tapered bearing adapter will take the place of the traditional main drive gear bearing, and the included aluminum cup will take the place of the bearing driver.
See figures 8 and 9 for the proper tool setup.
3. Assemble the tool with the stepped down portion of the tapered bearing adapter facing toward the inside of the case; see figure 10. Make sure that the adapter is square to the bearing bore and snug the tool nut. If the adapter is not square to the bore, loosen the nut and realign the adapter.
Leave the nut snug. Do not press the adapter into the case.
FIGURE 8 | TAPERED BEARING ADAPTER
TOOL SETUP, RIGHT SIDE VIEW
FIGURE 9 | TAPERED BEARING ADAPTER
TOOL SETUP, LEFT SIDE VIEW
FIGURE 10 | TAPERED BEARING ADAPTER
ORIENTATION IN CASE, TOP VIEW
PAGE 14
INSTALLING THE TAPERED BEARING ADAPTER
4. The tapered bearing adapter has a tighter press fit into the transmission case than the stock bearing. To ensure successful installation of the tapered bearing adapter and longevity of the installation tool, you must heat the transmission case as shown in figure 11. Use a MAP/propane torch or a heat gun as shown in figure 12.
PV4-118310
5. Apply heat evenly around the boss of the main drive gear bearing bore from the outside of the case as shown in figure 14. DO NOT heat the boss from the inside of the case and keep heat away from the tapered bearing adapter that is staged and ready for installation.
The bearing bore boss should be heated to at least 200°F. BAKER recommends using an infrared thermometer to verify that the case is adequately heated; see figure 13.
BERT TIP:
You may see some discoloration where the case is heated.
Restore color by rubbing a little bit of WD-40 ® or another thin oil into the powdercoat.
FIGURE 11 | APPLY HEAT AROUND THE
MAIN DRIVE GEAR BEARING BOSS AREA
FIGURE 12 | USE MAP/PROPANE GAS
OR A HEAT GUN TO HEAT THE CASE
FIGURE 13 | USE AN INFRARED
THERMOMETER TO VERIFY THAT THE
CASE IS HEATED TO AT LEAST 200° F
PAGE 15
PV4-118310
INSTALLING THE TAPERED BEARING ADAPTER
6. Immediately after the case is heated, tighten the tool nut to draw the tapered bearing adapter into the case. This operation must be done quickly with no interruptions while the case is hot. If the support plate on the other side of the case starts to bend, stop, loosen the nut slightly, and reheat the case.
The aluminum cup should be about flush with the bearing boss when the tapered bearing adapter is fully seated; see figure 14.
FIGURE 14 | TAPERED BEARING
ADAPTER FULLY SEATED IN CASE
BERT TIP:
Do not over tighten the nut after the tapered bearing adapter is bottomed out. Doing so may damage the tool or main drive gear bearing bore landing in the case.
7. Remove the installation tool. You will know the tapered bearing adapter is seated into the bore when the beveled retaining ring groove is fully visible; see figure 15.
8. Install the beveled retaining ring
(VHO-334STPA) with the bevel facing outward. Make sure that the retaining ring fully seats into the groove; see figure 16.
BEVEL ON RETAINING RING
MUST FACE OUTWARD
FIGURE 15 | TAPERED BEARING
ADAPTER VISUAL INSPECTION
FIGURE 16 | BEVELED RETAINING RING
WITH BEVEL FACING OUTWARD
PAGE 16
PV4-118310
INSTALLING THE C/S BEARING & MAIN DRIVE GEAR
COUNTERSHAFT BEARING INSTALLATION
1. It is now time to install the new countershaft bearing that was provided in your kit. It is important that this step be done AFTER installing the tapered bearing adapter. This is to avoid cooking your new countershaft bearing while heating the case in that step.
2. Wipe out the countershaft bearing bore with a clean rag. Apply a thin coating of oil to both the bearing bore and the outer diameter of the countershaft bearing.
3. Use a countershaft bearing tool (BAKER TOOLE-07 or equivalent) to press the bearing into the transmission case. You want to press on the outside of the ‘cup’, just as you did during removal. See the appropriate tool instructions and your Factory Service Manual for details.
MAIN DRIVE GEAR INSTALLATION
1. Before installing the main drive gear, apply a thin coating of transmission oil to the tapered bearing races and the main drive gear O-ring; see figure 17.
A thicker oil could give you a false reading when checking endplay.
FIGURE 17 | LIGHTLY OIL BEARING RACES
BEFORE INSTALLING THE MAIN DRIVE GEAR
2. Each kit comes with three spacers for setting up end play in the tapered roller bearings: .102” (white), .104”
(green) and .106” (blue) thick. The most commonly used spacer (.104”, green) is pre-installed on the main drive gear. The .102” and .106” spacers are included for cases where bearing end play is outside of the acceptable range with the preinstalled .104” spacer; see figure 18.
Apply a thin coating of transmission oil to the main drive gear O-ring each time you change the spacer.
PAGE 17
FIGURE 18 | MAIN DRIVE GEAR WITH PRE-INSTALLED
SPACER AND TWO EXTRA SPACERS; LUBE O-RING
PV4-118310
INSTALLING THE MAIN DRIVE GEAR
3. Follow the Factory Service Manual to install the main drive gear using
BAKER TOOLA-07 or H-D equivalent 35316C. If the H-D equivalent tool is used, you will need to use pulley spacer 33334-GB from your kit for extra spacing while pressing the tapered bearings together.
If you need to use the pulley spacer
(33334-GB), temporarily remove the
O-ring. Remember to re-install it after the end play is set.
4. Gently slide the assembled main drive gear through the case. Take the loose tapered roller bearing (HR32910J) and slide it over the main drive gear, letter side facing out. Slide the pulley spacer onto the gear if needed (O-ring groove facing bearing), followed by the remaining press tools; see figure 19.
FIGURE 19 | IF USING H-D TOOLING, THE
PULLEY SPACER IS NEEDED TO EXTEND
THE LENGTH OF THE INSTALLATION CUP
BERT TIP:
Apply pressure to the main drive gear during this step by reaching your left hand through the top of the transmission case. Failure to do so
(i.e. allowing the gear to flop around) will damage the bearing races.
5. With the tooling installed, snug the assembly by hand while making sure the installation tool cup is properly aligned and not skewed to the side of the tapered bearing. Hold the bolt on the inside of the case using the proper socket and ratchet. Tighten the main drive gear tooling on the primary side of the bike until it is fully seated and tight. Refer to the main drive gear tool instructions and figure 20.
PAGE 18
FIGURE 20 | INSTALLING THE MAIN DRIVE GEAR
PV4-118310
INSTALLING THE MAIN DRIVE GEAR
6. Do not remove the installation tool yet; leave everything tight. Measure the amount of end play in the main drive gear assembly using a dial indicator with .0005” increments as shown in figure 21. Total axial end play (pulling / pushing on the gear) must be between .0005” and
.002
”.
It is extremely important that your bearing end play is within this range, as anything too tight or too loose may lead to transmission failure.
Measuring end play is tricky. The end play measurement can easily be skewed if radial or rotational forces are applied, so try to keep all movement in the axial direction (parallel to the mainshaft). A correctly set up tapered roller bearing should be very tight. When you think your measurement is between .0005” – .002”, try spinning the main drive gear. If it spins freely with no drag and no excessive noise, setup is complete and you may proceed to the next step.
FIGURE 21 | CHECKING AXIAL END PLAY IN THE
MAIN DRIVE GEAR TAPERED ROLLER BEARING
Watch Class #4 on the BAKER
Drivetrain YouTube channel for a video tutorial on setting up end play in the main drive gear bearing.
IF YOUR SETUP IS TOO TIGHT ( UNDER .0005” ), REMOVE THE MAIN DRIVE
GEAR FROM THE CASE USING THE PROPER TOOLING. REMOVE THE O-RING
FROM THE ‘SNOUT’ OF THE MAIN DRIVE GEAR FOLLOWED BY THE .
104”
(GREEN) SPACER. INSTALL THE .106” (BLUE) SPACER, REPLACE THE O-RING,
AND GO BACK TO STEP 4.
IF YOUR SETUP IS TOO LOOSE (OVER .002
” ), REMOVE THE MAIN DRIVE GEAR
FROM THE CASE USING THE PROPER TOOLING. REMOVE THE O-RING FROM
THE ‘SNOUT’ OF THE M AIN DRIVE GEAR FOLLOWED BY THE .
104” (GREEN)
SPACER. INSTALL THE .102” (WHITE) SPACER , REPLACE THE O-RING, AND
GO BACK TO STEP 4.
7. Remove the tooling used to install the main drive gear along with pulley spacer if you had to use it. If necessary, reinstall the O-ring (OR568M52) that you removed from the pulley spacer in step 3.
PAGE 19
INSTALLING THE MAIN DRIVE GEAR
8. Put some transmission fluid on the outer diameter and O-ring of the pulley spacer. Install it onto the main drive gear with the O-ring facing inward
(toward the bearing); see figure 22.
PV4-118310
9. Put some transmission fluid on the lip of the main drive gear seal and install it. Make sure the seal is flush with the transmission case all the way around the bearing boss; see figure 23.
FIGURE 22 | INSTALLING THE PULLEY
SPACER AND THE MAIN DRIVE GEAR SEAL
PAGE 20
FIGURE 23 | MAIN DRIVE GEAR SEAL
INSTALLED FLUSH WITH CASE
PV4-118310
INSTALLING THE GEARSET
SHIFTER PAWL INSTALLATION
1. If you removed the stock centering pin to clean the case, reinstall it with red threadlocker. Install the GrudgeBox shifter pawl along with the new seal, washer, and 7/16” retaining ring just like a stock shifter pawl is installed. Do not remove the zip tie because it is placed on the pawl to keep the active plate retracted during gearset installation into the case; see figure 24.
GEARSET INSTALLATION
FIGURE 24 | LEAVE THE ZIP TIE ON THE SHIFTER
PAWL UNTIL AFTER THE GEARSET IS INSTALLED
AND THE BOLTS ARE TORQUED
2. The time has come to stuff the gearset
(figure 25) into the transmission case.
Before that is done, take time to ensure no debris or tarantulas have found their way into the case. Check that the two bearing door dowels came out of the case with old bearing door. Locate the new bearing door gasket onto the dowels of the GrudgeBox bearing door.
Generously apply transmission lube to the last 6” of the mainshaft, end of the countershaft, countershaft bearing, tapered roller bearings, and the bearings/seal in the main drive gear.
Do not remove the black rubber cap from the end of the mainshaft. Its function is to protect the seal in the main drive gear as the gearset is installed.
FIGURE 25 | GRUDGEBOX GEARSET READY
FOR INSTALLATION INTO THE CASE
PAGE 21
PV4-118310
INSTALLING THE GEARSET
3. Carefully install the gearset into the transmission case. It is helpful to have a second set of hands on the left side of the motorcycle to grab onto the mainshaft as it passes through the main drive gear.
The person on the left side can help the process along by gently rotating the main drive gear back and forth; this helps the
5 th gear on the countershaft find home with the main drive gear.
It is rare, but sometimes the fork rods need to be jostled to find home on the left side of the transmission case.
FIGURE 26 | TORQUE SEQUENCE FOR
GRUDGEBOX BEARING DOOR BOLTS
4. Install the eight stainless steel cap screws and washers (rounded side down) onto the bearing door using blue threadlocker. Be sure to replace the exhaust bracket beneath the bottom inner bolts. Torque to 22 – 25 ft-lb using the torque sequence in figure 26. You may remove the zip tie from the shifter pawl and the black rubber cap from the mainshaft at this time.
5. Locate the speed sensor that was removed from the transmission case during stock component removal. Remove the O-ring from the speed sensor, install the provided spacer
(132-56R), and re-install the O-ring. The speed sensor with spacer can now be placed back into the transmission case. Torque the bolt to 125 – 135 in-lb with blue threadlocker.
6. With the new side cover gasket in place, re-install the side cover and torque the bolts to
125
– 135 in-lb with blue threadlocker. Go to the other side of the motorcycle and re-install the drive pulley or sprocket onto the main drive gear. Use BAKER TOOLD-07 or H-D equivalent to torque the pulley / sprocket nut to 35 ft-lb + 35° – 45° with red threadlocker.
Refer to your Factory Service Manual for details.
TRANSMISSION FLUID
7. Re-install the transmission drain plug and torque it to 14 – 21 ft-lb. Re-install the transmission dipstick and torque it to 25 – 75 in-lb.
8. Put 28-32 oz. transmission fluid (75-85W140 synthetic gear oil) into the transmission by pouring it through the top cover cavity onto the main drive gear and shifter pawl. Make sure to coat as much of the gearset components as possible with the fluid.
PAGE 22
PV4-118310
FINISH LINE
FINAL STEPS
1. Re-install the top cover with the new gasket provided. Button up the primary, exhaust, shift linkage, and floorboards/footpegs per your Factory Service Manual. Make sure to re-install the primary drain plug and fill the primary with fluid.
2. You have successfully completed the installation of your new transmission. Be observant of basic transmission function and overall vehicle operation during the first 20 miles.
Check for leaks after your first ride. Provided there are no issues, ride on and enjoy your new BAKER GrudgeBox.
SPEEDOMETER, GEAR INDICATOR, & CRUISE CONTROL
The GrudgeBox has different gear ratios than the stock transmission (except GrudgeBox 5 th gear is the same as stock 6 th gear, 1:1). This changes the input to the ECM. The 41-tooth reluctor ring in the GrudgeBox compensates to correct the speedometer within ± 2 mph with no re-flash to the ECM. However, the gear indicator and cruise control may only operate in 5 th gear. To correct the gear indicator in all gears and enable cruise control in 3 rd , 4 th , and 6 th , an
ECM re-flash is required.
ECM RE-FLASH VALUES
GrudgeBox | Dynojet Power Vision
1 st – 0.15441
2 nd – 0.22296
3 rd – 0.30560
4 th – 0.38679
5 th – 0.49366
6 th – 0.53426
PAGE 23
PV4-118310
WIRING DIAGRAM FOR IGNITION KILL SHIFT DRUMS
PAGE 24
PV4-118310
TERMS & CONDITIONS
ORDERS
Orders can be pre-paid using VISA, MasterCard, American Express, and Discover or via wire transfer ($30 wire transfer fee applies).
All orders not pre-paid will be sent C.O.D. certified check or money order only unless pre-approved for company check acceptance.
Any orders from outside the USA must be pre-paid in US funds via wire transfer ($30 transfer fee applies).
Prices shown are F.O.B. Haslett, MI. BAKER ™ ships via UPS Ground or USPS Parcel Post for all orders. UPS air shipment or USPS
Priority/ Express services are available upon request. Customer is responsible for all shipping charges unless otherwise arranged at the time of sale.
CUSTOMER SUPPORT
For any installation or service questions, please contact our BAKER technical department: 1-517-339-3835.
LIMITED WARRANTY
BAKER ™ transmission assemblies, transmission kits, primaries, and oil pans are guaranteed to the original purchaser to be free of manufacturing defects in materials and workmanship for a period of 5 years from the date of purchase or up to 50,000 miles. BAKER ™ clutches, kicker cover kits, belt drives, F6F kit, reverse systems, covers and accessories are guaranteed to the original purchaser to be free of manufacturing defects in materials and workmanship for a period of 2 years from the date of purchase or up to 24,000 miles.
Electrical components are guaranteed for 90 days, chrome finish is guaranteed for 6 months.
If the product is found by BAKER
™ to be defective, such products will, at the option of BAKER
™, be replaced or repaired at cost to
BAKER ™.
In the event warranty service is required, the original purchaser must call or write BAKER ™ immediately with the problem. If it is deemed necessary for BAKER ™ to make an evaluation to determine whether the transmission assembly or transmission kit is defective, the entire transmission assembly, whether originally purchased as an assembly or kit, must be properly packaged and returned prepaid to BAKER ™ with a copy of the original invoice of purchase. If after an evaluation has been made by BAKER ™ and a defect in materials and/or workmanship is found, BAKER
™ will, at BAKER
™ option, repair or replace the defective part of the assembly.
BAKER Warranty card must be returned within 45 days of purchase to be valid.
RETURNS AND EXCHANGES
Any merchandise returned for any reason (exchange, credit or modification) must be accompanied by a Returned Goods
Authorization (RGA) number or it will be refused. Call BAKER ™ to obtain this number prior to returning goods for any reason.
There is a 15% restocking fee for all returned items. BAKER ™ is not liable for any shipping changes or damages incurred during shipping. Shipments of returned goods must be insured by the customer.
ADDITIONAL WARRANTY PROVISIONS
NOTE: This limited warranty does not cover labor or other costs or expenses incidental to the repair and or replacement of BAKER ™ products. This warranty does not apply if one or more of the following situations is judged by BAKER ™ to be relevant: improper installation, accident, modification (including but not limited to use of unauthorized parts), racing, high performance application, mishandling, misapplication, neglect (including but not limited to improper maintenance), or improper repair.
BAKER ™ shall not be liable for any consequential or incidental damages arising out of or in connection with a BAKER ™ transmission assembly, transmission kit, swingarm, fender, component or part. Consequential damages shall include without limitation, loss of use, income or profit, or losses sustained as the result of injury (including death) to any person or loss of or damage to property.
BAKER ™ transmissions, transmission kits, and accessories are designed exclusively for use in American V-Twin motorcycles.
BAKER ™ shall have no warranty or liability obligation if a BAKER ™ part is used in any other application.
If it is determined that a BAKER ™ transmission assembly has been disassembled during the warranty period for any reason, this limited warranty will no longer apply unless you were instructed to do so by a BAKER Drivetrain technician for diagnostic purposes.
DISCLAIMER
The words Harley and H-D are registered trademarks and are for reference only. Use of H-D model designations and part numbers are for reference only. BAKER Drivetrain has no association with, and makes no claim against, these words, trademarks, or companies.
It is the sole responsibility of the user to determine the suitability of this product for his or her use, and the user shall assume all legal, personal injury risk and liability and all other as well as all other obligations, duties and risks associated therewith.
PAGE 25
PV4-118310
TRANSMISSION OIL CHANGE LOG
DATE ODOMETER OIL USED SERVICED BY
500
2,500
7,500
12,500
17,500
22,500
27,500
32,500
37,500
42,500
47,500
52,500
57,500
62,500
67,500
72,500
77,500
82,500
87,500
92,500
PAGE 26
PV4-118310
GENERAL MAINTENANCE LOG
DATE ODOMETER WORK PERFORMED SERVICED BY
PAGE 27
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