deadbeat sweetheart
New member
From my research, the Baker solution is a slip fit in the shaft. I only know this from reading since I chose to go with the HD bearing.
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Transmission main shaft
- Thread starter deadbeat sweetheart
- Start date
I mentioned earlier that my primary bearing and race looked perfect when inspected during the tranny-bearing repair, so we reused it at the suggestion of the tech. I had no say since it was a warranty job, and at the time had no reason to second-guess that decision. This is the bearing that when faulty sounds off when the clutch is disengaged, right? Never had that problem, but at least there is a symptom. The only noise I'm getting now is the normal auto-tensioner whine mostly audible only at idle and very slow speeds.
I thought the Dyna primary-bearing failures were a result of the lack of alignment dowels near the bearing in the early '06's, updated about mid-year.
Your auction link for the primary-bearing tool no longer works. Do you have any other info on it like a current auction? That would be a good reference in case it's needed in the future, but let's hope it isn't.
Keep in mind the majority of this discussion is about the duplex tranny mainshaft bearing, which is #8967 on the tranny side, not the primary bearing you're referring to. This primary bearing is also an issue for some, so it needs to be discussed. The #8967 bearing design hasn't been changed to date according to the tech who worked on my bike.
I thought the Dyna primary-bearing failures were a result of the lack of alignment dowels near the bearing in the early '06's, updated about mid-year.
Your auction link for the primary-bearing tool no longer works. Do you have any other info on it like a current auction? That would be a good reference in case it's needed in the future, but let's hope it isn't.
Keep in mind the majority of this discussion is about the duplex tranny mainshaft bearing, which is #8967 on the tranny side, not the primary bearing you're referring to. This primary bearing is also an issue for some, so it needs to be discussed. The #8967 bearing design hasn't been changed to date according to the tech who worked on my bike.
narutoghurl
New member
One problem I am still having here is you have what Harley call the main transmission shaft that comes out of the transmission thru the main drive gear shaft. The clutch hub and clutch basket attach to this and drive its rotation from the engine primary chain back thru the transmission and from there thru the gears and back thru the main drive gear that comes back out of the transmission and this is what the rear drive belt pulley attaches to. Were I am confused is when you look at my attachment were is the inner bearing for this and what type of bearing is it? Also you have the pushrod coming thru the main transmission shaft that activates the clutch. Is there a seal on this shaft or is this what the oil slinger is for? I always assumed the oil slinger was to help lube the transmission.
Due With #2 in September
New member
Ok - here's the scoop from Baker on the their Inner Primary Bearing kit:
It is a slip fit (about a .001 clearance) and is shielded both sides. It can be lubed by the primary oil by pulling off the inner shield (towards the clutch). Comes with a separate outer seal.
It's benefits are "will not walk on mainshaft", unlike the stock bearing that can walk on the mainshaft race, potentially causing bearing failure? Don't see the logic on the walking, but I think I'm going with it anyway, for the same price of a stock bearing, and I won't need to buy the race installer tool.
He also said he hasn't had any problems with it spining on the mainshaft.
Now I'm waiting on F.A.G's input on the Main Drive Gear Bearing.
One more thing, the stock inner Primary bearing on my 07 is an INA bearing.
The engineer I spoke to yesterday manufactures both INA and F.A.G bearings though.
Still waiting on a return call from him.
It is a slip fit (about a .001 clearance) and is shielded both sides. It can be lubed by the primary oil by pulling off the inner shield (towards the clutch). Comes with a separate outer seal.
It's benefits are "will not walk on mainshaft", unlike the stock bearing that can walk on the mainshaft race, potentially causing bearing failure? Don't see the logic on the walking, but I think I'm going with it anyway, for the same price of a stock bearing, and I won't need to buy the race installer tool.
He also said he hasn't had any problems with it spining on the mainshaft.
Now I'm waiting on F.A.G's input on the Main Drive Gear Bearing.
One more thing, the stock inner Primary bearing on my 07 is an INA bearing.
The engineer I spoke to yesterday manufactures both INA and F.A.G bearings though.
Still waiting on a return call from him.
mussolini_linguini
New member
Simple answer . . .
I installed a new chrome inner primary cover which came with a new bearing and seal installed. I chose to be lazy and not remove it.
BTW, this bearing is not my problem any longer . . . I traded my 07 for an 11.
I installed a new chrome inner primary cover which came with a new bearing and seal installed. I chose to be lazy and not remove it.
BTW, this bearing is not my problem any longer . . . I traded my 07 for an 11.
Future Mrs. W
New member
He said it would be oiled by the primary oil regardless.
The bearing is shielded, which is different then sealed.
Shielded = metal shield, which keeps larger debris from entering bearing. It would still allow some oil in.
Sealed = rubber or rubber/steel, which is intended to keep out most debris including dust and water.
The bearing is shielded, which is different then sealed.
Shielded = metal shield, which keeps larger debris from entering bearing. It would still allow some oil in.
Sealed = rubber or rubber/steel, which is intended to keep out most debris including dust and water.