How a Motorcycle Transmission Works

www.rrrtoolsolutions.com/artic...
We'll show you how a motorcycle transmission works using an open fixture and small electric motor. You'll see a motorcycle transmission shifting and changing gear ratios
After you watched our moving transmission. You will have a better understanding about how a motorcycle transmission works.
TRANSCRIPT:
Hi Gordon “The Tool Guy” here. Today we're going to talk about a motorcycle transmission.
This is a constant mesh transmission. What it means is that the gears are always in mesh. They don't slide in and out like a synchromesh this is constants.
What happens is we use dogs here. These are gear dogs, they slide in and out of accompanying gears. To engage the driven shaft, to the out put shaft.
The clutch basket turns here, so that when the engine is moving, it's actually moving this shaft right here, it forces the power through, and depending on what gear set we have we will have a power ratio determined by the drive gear and the driven gear.
This is what we call a shift fork. We've got three of them in this transmission. This is a six speed. We've got a shift fork for the different sets. These shift forks are controlled by this shift drum.
This is the shift drum. The reason motorcycles goes from a first neutral second and third in sequence. Is because this rotates, clockwise or counter-clock wise. And in doing so, it controls and make the movement of the forks so that only one gear is chosen at a time.
You can imagine different gear ratios and what would happen. You'll have an exploding transmission. So this not only moves and changes the gear, it also controls where the other two are in the cycle.
The shift drum is turned by this ratcheting mechanism this ratcheting actually comes on the outside and as we turn it, we're moving it one notch. We let it go, we move it again. It's actually turning.
This controls the movement of the gears. Up one or down one. This is the shift mechanism.
Of course our transmission runs in the bottom of the crank case. They love oil so the first thing we're going to do is we're going to lubricate this transmission.
This is neutral Of course this is the drive train this is what drives the back wheel.
This is neutral you can tell that the imput shaft is turning while the output shaft is still.
First thing we're going to do, is I'm going to put this in first gear. Watch as I move the fork. You can see here the shaft is turning.
That was first. What we'll do now is that we'll go into second. Now we see second gear engaged. We'll go back into neutral. We're going to go into third. We'll go into fourth.
There fourth gear. Now we're going to go into fifth. And lastly we can go into sixth. Ok now, we're going to slide it back into neutral.
Thanks for watching we ask that you share, like and comment. Join us soon for the assembly of the Yamaha TTR225

[@veteq101]

Never seem a motorcycle gearbox explained so well. Now I know what is happening everytime I shift gears. Thanks for taking your time to put this video together.

[@RRRToolSolutions1]

Thanks for the comment. I'm glad you were able to find us.

[@Indian_ghost-carrier.1992]

Last 2 gear ratio is not correct

[@luclaviolette6612]

Finally, someone made the best motorcycle transmission video. Thank you!

[@RRRToolSolutions1]

Thanks Luc! We appreciate your time to watch and comment.

[@luvstruck2733]

Great video, very well done illustration of how the transmissions work. You spoke in clear and concise terms, pulling it all together, and making it easy to understand.

[@Indian_ghost-carrier.1992]

Last 2 gear ratio is not correct

[@popup1959]

Great explanation on the constant mesh gear box. Real nice display box.

[@RRRToolSolutions1]

Thanks for watching and commenting. I wanted to demonstrate how simple these really are.

[@popup1959]

You nailed it for sure!

[@MattyT_86]

Great vid but the music is distracting

[@Indian_ghost-carrier.1992]

03:16 5 gear ratio is 1.08=1 But 6 gear ratio is incorrect 29=23 is 1.26=1 6 gear incorrect ratio please check it

[@MatthewTaylorAu]

Thx for posting. Wanted to see that black grooved shaft which controls the gear selectors better.

[@ayushrocker02]

Great demonstration. Seriously helpful for learning how it works👌

[@robertanthonyfarrell]

Good job explaining and thanks for taking the time to put your demo box together

[@rogeronslow1498]

Great demonstration. Thanks for making the effort.

[@RRRToolSolutions1]

Thanks for commenting!

[@RikuIshmaru]

Great vid, thanks for putting in the gear ratios! Not sure why hearing the hum and watching the spin is so comforting lol

[@RRRToolSolutions1]

Thanks for commenting Kouga! Gordon/RTS

[@ikc.lifestyle]

Great video. Do you know what causes the racheat meachanisinm to slide inward toward the trans housing?

[@davidblackwell6914]

Thanks for the explanation and demonstration!

[@terencemeehan8237]

Thanks, that was very cool, one picture (or video) is worth a thousand words.

[@brijesh7eq]

Great explanation n representation,good to see your contents.

[@SqueakyNeb]

super cool to see all the working parts directly one nitpick though: you noted that bike transmissions are constant mesh, "not like a synchromesh". Car transmissions are also constant mesh, but with splines (protected by synchromesh) instead of dogs. The shifting mechanism is otherwise pretty similar.

[@v.sayerajshekhar9288]

Finally bro got the Excellent video which i was searching for since a long time..🤟🤟

[@Mountain_Paladin]

Thank you for demonstrating that it was very educational. As I've never went into an atv's transmission it has always been a bit mysterious to me. Your showing enlightened my perspective.

[@RRRToolSolutions1]

Thanks for commenting. Gordon/RTS

[@vinnyozorio1782]

Excellent explanation.. Am I to understand that then to have 7 or 8 gears I will basically require a different selector drum (Extra gears of course) BTW why are the lower gears on the end of the shafts ? (less torque or stronger to stop bearing wear.)

[@sethadam4266]

Great video, blows my mind.

[@InvincibleExtremes]

thanks for taking the effort to built that box and edit a good video. it was awesome

[@RRRToolSolutions1]

Thanks for your kind words and taking the time to post them. I'm glad you liked it. Gordon/RTS

[@amandaballance4546]

great video thanks. got a problem with my quad gearbox ,it works on dogs and cogs.2 3 4 5 all work fine,5 speed. 1st and reverse which i think are conected as you can only select reverse when in 1st gear. when you engage sounds like the cogs /gears are spinning but not meshed together so no drive.can you help thanks.

[@humble7958]

super cool..the most clear demo so far i see about this kind..

[@RRRToolSolutions1]

Thanks for the comments!

[@ReaIDeaI1]

Thank you for making this only 3 1/2 minutes!!! I've seen some videos about this topic nearing 30 minutes or greater and I don't have the patience for that!

[@orgami100]

Thanks for your bench setup explanation. ..

[@RRRToolSolutions1]

Jason, you're very welcome.

[@cesarcarlosballao5127]

thank you for this very educational video

[@RRRToolSolutions1]

You are very welcome. I'm glad you found it helpful Gordon/RTS

[@jagadeeshbabuk7914]

I love this video and clear explanation..thank you sir from India..

[@popup1959]

I remember watching this one. That's a lot of views! Nice!

[@letsshareknowledge7197]

Good understanding...by me...one small query for 5th and 6th gear you wrote wrongly(changed)the number of teeths in driver and driven as eg.for 5th gear 25 for driven and 27 for driver..instead of that you displayed 25 for driver and 27 for driven...I got confused with did and checked all other gear ratios and got cleared...but all the way great realistic model explanation...

[@JahanZeb1976]

Excellent explanation ever on the motorbike transmission! Such nice explanation videos are always welcome. Great video uploaded. Regards,

[@GopiGopi-cs8ig]

LearningZone

[@nightster6378]

Hi, can you tell me do the gears train and clutch run in the oil and if so what level do they run? Is it to the centre line of the gear shaft. Thanks

[@freddier.leliza8382]

nice info sir, keep it up!

[@chanakyasinha8046]

Wow wow wow 😍😍😍 great effort is required in understanding the transmission, but u made it easy, i wonder how the inventor imagined it 🤔🤔

[@RRRToolSolutions1]

Thanks for the comments!

[@92gashaulass43]

Very helpfull dude!thanks!

[@ZenoFromTheElea]

Yes, great demonstration.

[@RRRToolSolutions1]

Thanks for the kind comment!

[@lpd1snipe]

Good demonstration.

[@RRRToolSolutions1]

Thanks for commenting - RTS

[@imperialfragments]

great visual demo of how trans works. thx

[@theindianvlogger6572]

great job

[@tylercarder581]

Awesome!!!!! Thank you so much

[@sugardaddy9721]

Am I right to assume that overtime the Dog gear will wear out because of the friction between the dogs gear teeth and the socket?

[@hendywijaya2866]

thank you . this video is very helpful

[@traxxasrcfun]

everyone is on here saying how great the explanation was, but I'm still confused as shit lol I kinda get it

[@eccentricdetectorists9754]

dakota croasdale Same & I've been wrenching on panhead's for a living for over a decade.

[@chanakyasinha8046]

Wait and watch untill u form a clear picture inside ur mind 😹

[@Nobody-zq8bl]

There are better videos on the basics of how a 2 shaft transmission works which shows a dotted line for the path the force takes across gears. STart with that one and come back here to see the 6 different "gears"

[@bukenyachristopher4308]

Thanks man your the best

[@Bass.Player]

How does the shift drum engage the shift forks in this set-up? Is it just the way you have this set-up for display because the shift drum can not engage the forks like this?

[@RRRToolSolutions1]

Hi BP, as you've already noted, in real world, a single shift drum would drive/control both pairs of shift forks. The shafts that the forks slide on would be rotated and moved closer to each other. I separated them in this fixture for demonstration only to show how each ration changes and the vital roles the drum and forks play in our constant mesh transmissions. Thanks for the comments! Gordon/RTS

[@Mprikiman]

RTS, I own a semi-auto wet clutch 110c honda cycle with 4 gears. It's a city oriented motorcycle that's why the low displacement and extremely short gear ratios. Do you think it's possible (besides changing chain gearing) to add a 5th gear in this type of gearboxes?

[@RRRToolSolutions1]

Hi M, I have owned 3 Honda 90cc machines and still own 2 of those. I believe your 110 is built on the same platform. These engines have been around since the mid 1960's, they are rock-solid and proven. In fact, mine are a 1966 Super 90 and a 1969 CT90 (Trail 90). They have also always been 4-speeds as far as I know. I don't think the parts would exist to make the conversion. The gear sets in these are narrow and the shafts those ride on are short as are the case-halves quite narrow, so I don't know of any parts available to do this. Thanks for your comments - Gordon/RTS

[@maximilianvonerb9591]

great video

[@RRRToolSolutions1]

Again, thanks for your comments.

[@homebuilthappiness2919]

Thank you so much. I was on the interstate with my project bike and I had it stall. I was coasting in neutral and it about 27-29mph I tried to pop it into second so I could attempt a rolling start and got that loud gearbox "KA-THUNK" because it wasn't synced and thought, "what the hell is actually happening in there?". Now I know

[@smithwesson4874]

great details

[@RRRToolSolutions1]

Thanks S&W!

[@SunilSundar]

When you're at rest and going from neutral to first, and both shafts are stationary, if the dogs are not aligned with the slots, how do you shift?

[@3niknicholson]

If both shafts are stationary, then your engine is off and the bike is not moving. To go from neutral to first in this case, you will need to move the bike slightly while pressing on the gear lever in the required direction.

[@slvrscoobie]

Good explanation of constant meet, but I already knew that, I wanted to know more about the gear selection and how that engages the dog teeth

[@Pertamax7-HD]

nice sir

[@RRRToolSolutions1]

Thanks!

[@rapierstorm213]

Great video!!

[@RRRToolSolutions1]

Thanks Ben!

[@71nortcomm]

Hey, maybe you can answer one of my pet peeves. On my old Brit bikes when you get to top gear you can lift the lever rather the lever being locked in place in the lower gears. On new bikes the lever is locked in place no matter what. I like the old arrangement better because I know when I'm out of gears without pulling the clutch in. Why is it different now?

[@RRRToolSolutions1]

I can't help on this answer. While I'd guess it had to do with the detent system used on the different bikes, I have never been inside one of the British bikes like the Norton, BSA, or Triumph. Thanks for commenting....Gordon/RTS

[@praveenlokesh4107]

How u say that gear teeth and gear ratio??

[@joshualoperez694]

Nice.

[@Indian_ghost-carrier.1992]

Please tell me 5th 6th gear are not correct please tell me

[@chanduaruri8866]

good information

[@babjihanumanthu]

wow excelent sir thanq

[@RRRToolSolutions1]

Thanks for the good comment! Gordon/RTS

[@blaraxx]

great explanation demo gear working.

[@saeedulhaleem6070]

very good

[@RRRToolSolutions1]

Thanks for commenting Saeed! Gordon/RTS

[@brayvdb2191]

I've always thought 1&2 3&4 5&6 we're 'separate' inside. Because 1&2 have a different sound to them 3&4 are my most fluent gears and as I get to fifth I sometimes get into a false neutral or it goes in halfway but then drops out of the gear when I'm driving and makes an awful sound.

[@RRRToolSolutions1]

Jay Bee, there are a couple of things that could be causing this. I would first check to see if your bike's transmission has an "eccentric adjustment" for the shift return spring. This "centers" the shifter and means you'll have a full stroke each time the shifter is moved up and down. Not all bikes have the eccentric, but it's an easy adjustment once the engine cover and clutch components are removed. It could also have a weak centering spring (less than $10 part). Second is the shift fork - if one is bent, it can't move the dogs to engage the gears (like your 5th). Shift forks are replacement items, but it does mean a tear-down to get to them. Third could be the engagement dogs themselves - if subjected to abuse over a long period, not using the clutch, of failure to fully move/engage the gears (some bikes just don't shift quickly - my CB750 was one) and slower, more deliberate shifts are best practice. This diagnosis and repair is more involved and requires a full transmission tear-down and disassembly. Gear sets can be $100 or more per pair. Thanks for commenting. Gordon/RTS

[@hominhchi]

Wow, that is awesome. Now you're done explaining to us how the moto. transmission works. May I have the transmission pls? that is cool. thk for the vid!

[@RRRToolSolutions1]

Well......we're going to play with the bike for a few weeks and then find it a new home. Thanks for your comments. Gordon/RTS

[@kanchankondhare]

Thanku sir great Things

[@MrAndyCarlos]

I am having problems to change the gears. Sometimes it doesn't go easily or even it get stucked. What's he matter?

[@RRRToolSolutions1]

Andy, what bike is it? I ask because some big singles have a tendency to suffer from clutch drag. If you haven't abused the clutch and transmission, then damage is not likely. The cheapest fix could be a better quality oil. I've owned 50+ motorcycles and 3 of those were just horrible when it came to finding neutral when running. Motul 7100 is just "magic" - even my big DR650 single with it's 1,500 RPM idle was a pain in the butt due to the clutch plates wanting to drag. Many times, the only way to get into neutral was to kill the engine. Motul solved that on the DR650, my Kawasaki Turbo, and my KZ900 - all were buttery smooth after a simple oil change. Now, you could have bent or worn shift forks, improperly adjusted shifter spring, damaged shifter arm/ratchet. Hope this helps - Gordon/RTS

[@richlozeau1665]

Great! Thanks!

[@StaticVapour590]

Wow, now i understand.. It's like 10 times smaller than cars gearbox, still the same basic idea.. Great video

[@RRRToolSolutions1]

Thanks for commenting Dub!

[@emreevo8]

You don't use a clutch here but you can shift gears. So can't we shift gears without a clutch when riding a motorcycle?

[@RRRToolSolutions1]

Emre, many of the moto-x racers use the clutch for launching, to raise RPM like when coming off a corner - many don't use the clutch during shifts. . They "load" the shifter with foot pressure up or down and blip the throttle to remove the drive torque. In drag racing, the shifter is often tied to an ignition disrupter and even an air cylinder to quickly move the shifter in the split-second interruption of spark. All of this comes at the expense of wear and tear. Those guys have no problem rebuilding and replacing every component every other race. Wear and Tear is why we use a clutch. If you ask shift forks and sliding gear dogs to engage while under loads - you will get high wear, chipped teeth, and frequent replacements are the only fix. The old saying - "burn a candle at both ends and it last half as long". Thanks for commenting. Gordon/RTS

[@Anthony-qh1xv]

is it reliable?

[@amittvishwakarma]

show what is a different between 5 speed transmission and 6 speed transmission

[@RRRToolSolutions1]

Amit, just picture the demonstration without that the "pair" of gears you see labeled "6" in the demonstration. A 5- speed transmission will look and function the same as this 6 speed, just minus 1 pair of front/rear gear set. Most 5-speeds use 2 shift forks in stead of 3 like this one, but again the functions are the same, If you'll send me an email through the website, I'll send you photos of a 5 speed and diagram what the differences look like. I can't post photos here. Thanks for commenting - Gordon/RTS

[@Thesaviorsway]

Took me 3 times to see that the gears are already connected but the output shaft is non moving the rotation unless you are clicking in place with the dogs sliding in but the same time the dogs inner gears have to slide along the output shaft since they are solid with it how is it possible? The dogs don't slide left or right into place unless you move forward or backward the drum that's connected to the shifter going up or down)

[@RRRToolSolutions1]

Hi Alex, Yes - all of the "gear pairs" (front and rear) are always meshed. This is why almost all motorcycle transmissions are referred to as Constant Mesh. The shift forks move the dogs in/out of engagement. The shift drum has the very important job of controlling those shift forks so that 2 different ratios are never engaged at the same time. The dogs are the heavy blocks with side-facing cogs that slide into the toothed gear pairs. Those dogs are splined to the shaft with splines and simply slide side to side by the forks. The gear being engaged free-wheels on the shaft without the dog's engagement. If this doesn't happen, the transmission does what we call explode and cannot live. Let me know if this helps, if not I'll try to explain more. Thanks for commenting! Gordon

[@Thesaviorsway]

@@RRRToolSolutions1 so the shifting is seamless and smooth unlike the one in a manual car transmission the clutch is needed to disengage the teeth. And a bicycle has a similar mechanism of rolling the chain on and off each sprocket kind of like the motorcycle except the motorcycle has the same sprocket and never moves because the gear ratios shift side to side instead of the chain itself... this leads to me the question why does the chain suffer so much abuse then unlike a bicycle I see metal shavings or gunk debree, needs to constantly tighten every several hundred miles and lubed with special oil? Why is there also a slack of 3/4 inch needed if the bike is not having the chain move out of gear or why the chain would sling off?

[@RRRToolSolutions1]

Alex, the exposed drive chain has to live and operate in one of the worst environments ever imagined. Dirt roads, paved road debris, small rocks, grit, and water all find their way to the chain. This is just like sandpaper wearing down everything that it touches. While lubricants, especially those having wax to hold the lubricant in-place do act to hold the contaminants in-place also. We have to lube though as it reduces wear more than a dry chain will. The slack is needed so the rollers do not bind in the sprocket peaks/valleys. Chances are that your front (counter shaft) sprocket is not in the center of your swingarm pivot - rarely is this brilliant geometry used. As the bike's rear suspension goes through it's travel, the distance between the front and rear sprockets "center" changes. In the case of dirt bikes (those with more travel), those distances can be very significant. You'll see spring-loaded chain tension devices there to keep excess slack from fouling the chain. Gordon

[@joshcrosson]

Was that an actual motorcycle transmission gear set, or is that a scaled down model?

[@RRRToolSolutions1]

Yes, this is the Yamaha TTR225 6 speed transmission. Thanks for commenting Gordon/RTS

[@DracolegacyOfficial]

where can i get one?

[@karigreyd2808]

Most transmissions are constant mesh with syncros.

[@MotorClassics]

Useful vid but would have been nice if you explain how power is transfered the the shafts and why gears jump out or wont select...youd done 80% and missed 20.

[@RRRToolSolutions1]

JB, I would love to show you that, but don't have the parts I'd need. I've only had 1 transmission out of the 50 or so I've been into that had the dogs chewed off, broken, or sheared off. It had a bent shift fork too - all excellent signs of abuse. The rear motor mount nearest to the front sprocket was broken too from repeated 7,000 rpm launches. I tossed that transmission into the scrap years ago and later used the crankcases for fabricating engine mounts and expansion chambers in my H2 (Kawasaki Mach IV) hotrod/drag bike. You can see and read about the bike in the articles section of my website. A picture of the crankcase is there too. Look for "2 Stroke Exhaust in the menu". Thanks for commenting Gordon/RTS

[@jitendragonna8640]

can u put video how does a clutch works

[@RRRToolSolutions1]

Hey, we have one just for you and others who want to see the parts and how they work - Thanks for asking! kzbin.info?o=U&video_id=us8ZQNusg4g Gordon/RTS

[@obtron]

How does gear dogs slide in when speeds are mismatched

[@RRRToolSolutions1]

Leo, that's the nice thing about "constant mesh" transmissions - the gears are always meshed. Have a look in the Articles section of my website and you'll find a detailed explanation of this design. The only thing that the drum has to do is engage the two shafts which are the same size and when the clutch is pulled or the throttle "blipped" removes the side load and allows the forks to easily move the "dogs" in place. Check it out - and I'm glad you asked! Gordon

[@MrTheHillfolk]

Anyone familiar with a (1975-1992) watercooled engine Volkswagen 020 gearbox (golf/rabbit/Jetta/scirocco)will notice some similarities between it and a motorcycle gearbox. Hollow mainshaft for the clutch pushrod, and the shift drum mainly. That would be kickass to machine up a sequential shift drum somehow,some way.

[@dimmacommunication]

MrTheHillfolk Why was it watercooled? racing?

[@MrTheHillfolk]

dimmacommunication Oops I'm sorry sir. I meant the watercooled Volkswagens made after 1975 or so, like the Vw golf (rabbit in America) and Jetta. We had the first gen of watercooled vws here from 75-84, the second generation hit in 85 and went till 92. 93 on up they changed gearbox styles. But yea the old 020 Vw box was pretty stout for its size too. It weighs like 75 pounds, and guys would have 250-300hp 16 valve vws back in the day(mid/late 80s) and they would handle it. And I edited the original post, so hopefully I cleared up any future confusion

[@luislazcano5563]

saludos desde chile

[@RRRToolSolutions1]

Greetings from the United States - hope you have a Merry Christmas - and a happy New Year Saludos desde Estados Unidos - Espero que tengas un Feliz navidad - y un feliz año Nuevo

[@DOCTOR6423]

Excellent From Pakistan

[@ajkalwaysneedsmoreinfo.576]

Now i understand how they work but where does the muffler bearing go again.

[@D3AThCAl2DS]

ask Audi lol

[@ajkalwaysneedsmoreinfo.576]

Nice lol

[@benzmercedies1580]

i like it

[@200xcBruce]

Is it just me or were you running in reverse? Output countershaft was running CW.

[@RRRToolSolutions1]

Bruce...Busted! Yes, the rotation is backward of what you'd have in real life. Two reasons for the the wrong direction - First, the coupling I used for the input shaft would have "un threaded" if turned counter-clockwise, Second, with the input shaft not secured to the block - the shaft assembly would raise and come out of mesh with the output shaft. I did try it, but turning it "left" was not working. Thanks for keeping me honest and commenting! Gordon/RTS

[@200xcBruce]

no worries I just thought I was seeing things

[@nomad91910]

2:34 "I'm going to put it in 1st gear" (transmission falls apart) well, speaking of reliability hahaha

[@flowerofash4439]

Hahaha the meshing between the dog gear and the free willing gear is what concern me of the durability of this mechanism

[@ffejkk37]

So when a transmission is failing, what parts are causing the noise? My bike makes a loud click/clunk sound when changing gears, what am I actually hearing?

[@RRRToolSolutions1]

Jeff, what make/model of bike? Is the noise worse when going from Neutral to First than when going to Second, Third, and so on? This matters, so the questions....Thanks, Gordon

[@ffejkk37]

RRR Tool Solutions 864-710-7964. Thanks for the fast response! It's a 2012 BMW G650GS. The click from neutral to first is most noticeable but it doesn't always make the sound. Shifting from first to second and third makes less of a sound and doesn't feel as "stiff" while shifting in to a higher gear The entire shifting process isn't as smooth as other bikes I've rode, but some say this is just the way BMW motorcycles are and not be concerned. After watching your video I was thinking the noise is from the gears wacking together or not aligning smoothly. Thanks for any and all feedback!

[@RRRToolSolutions1]

Jeff, I've had the same problem with different bikes. You've got a big single that needs to idle at a higher RPM than most twins, triples, and fours. The culprit is your clutch - not your transmission. There is an easy fix - Large singles deliver their power all at once which means the combination of clutch diameter and number of plates be robust. This fact and the higher idle rpm often result in a "dragging clutch" that keeps the transmission input shaft loaded in neutral and when going in gear. Simply put - the fiber disc and steel plates stay "stuck" together or at least partially engaged. My 650 single has this issue too. The perfect solution would be to somehow mechanically separate each disc and plate at each clutch pull, but that's hard to do. Some bikes have metal wave washers, others have rubber V-rings between every metal plate - both intended to force separation of the disc and plates as the lever is pulled. The compression springs overcome these of course as the lever is released. Even these have their failures and don't solve the dragging entirely. Solution? Try it before you comment. I swear it has fixed every shift complaint I've had and really makes the operation of the transmission/clutch near perfect. Finding neutral is greatly improved in most cases. Motul 10-W40 Synthetic 7100. I have been using it exclusively in all of my 4-stroke bikes for years since that first change. It really works. Gordon

[@ffejkk37]

RRR Tool Solutions 864-710-7964 that's a great answer! It really makes sense too, and also helps me understand why this can be considered "normal". Thanks for the advice!

[@RRRToolSolutions1]

Jeff, let us hear how the change in lubrication affects your shifting, finding neutral, and the noise levels as gear selections are made. Thanks for commenting! Gordon/RTS

[@broderp]

I saw no real difference in output speed until 5th gear. I have yet to find a video to explain with a proper demonstration how the shift lever/drum works.

[@RRRToolSolutions1]

Thanks for the comments. You're almost right - there is very little difference between 5th and 6th. 5th is .9:1 (point 9:1) while 6th is just .8:1 (point 8:1) so just 10%. If you visit my website and the Articles Page, I have an article there with lots of detailed drawings and explanations of how all this works. It will show you how all the numbers and transfer of power works along with that drum - all in plain, clear, english. I hope I've been a help to you. Gordon

[@luislazcano5563]

Hello my friend. The video ...

[@RRRToolSolutions1]

Hola mi amigo - Gracias por el comentario Hello my friend - Thanks for the comment

[@viniciuss.soares5527]

Got it.

[@yammamasofat1606]

Nice box, needs to be worded better on the explanation side though.

[@neomeg2232]

All that time spent building the fixture but you couldn't throw the snap ring on the countershaft to keep the sprocket on? 🤣 Still helped me explain it to the girlfriend though. Many thanks. 👍

[@syedsameer1990]

very tedious thing very nicely explained

[@gdavies198]

1994 / 1996 3.4 Clyde

[@Indian_ghost-carrier.1992]

Last 6 gear are incorrect,,,,

[@belalhussien9498]

isn't the alignment 1 5 3 4 6 2 ?

[@davescopes249]

I know how it works on my CR250 Motocross bike. 1st gear front wheel up off the ground. same with the other 4 gears. simple. Lol

[@RRRToolSolutions1]

Yea, I only wish this little TTR225 and it's 16 horsepower had that problem!

[@blohmymind]

Surely you've labelled you teeth numbers the wrong way around in 5th and 6th gear. The ratios go below 1:1 but the teeth numbers don't correspond.

[@funnyme9001]

very nice. now i know. but in the first gear sprckt fall i hope it doesnt happen in real life. haha

[@reidschwartzentruber8207]

im so fed up I cant get youtube to load anything, I have great internet yet for some reason I cannot use it. All devices on my network are fine except mine. I have no idea how to fix it and its ruining my life

[@RRRToolSolutions1]

Sorry for the problems you're having, but I can barely turn a computer on and get around the web. You might try a local shop with a good reputation to help. RTS

[@The-truth-is-valuable.]

I do not think the extreme Jazz music is assisting very much whilst trying to listen to you and "learning".

[@onegraham]

Ditch the music next time, otherwise great video.

[@Dan-qp1el]

Good video.......except for the music?

[@RRRToolSolutions1]

Thanks!

[@ryanm.191]

Never understood why it’s been 1N23456 And not N123456

[@RRRToolSolutions1]

Ryan, neutral was at the bottom in the 1968, 1969, 1970, 1971, and 1972 Kawasaki Samuri, Avenger, and MACH III 500's for a N-1-2-3-4-5th. I've owned 2 of the Avengers and 3 of the MACH III's and they were brilliant. The 1973 models changed that and all of Kawasakis were forever changed to today's pattern of 1-N-2-3-4-5. Even Honda's very popular 1960's/70's CT70's and CT90's had neutral at the top and shifted downward 4-3-2-1-N where you pressed the toe downward from neutral at the top to 1, 2, 3, and 4th. I still have the 1969 CT90 with this pattern. Neutral can be anywhere the engineer wants it to be - the "Shift Drum" controls the where all gears are free to spin. Thanks for commenting! Gordon/RTS

[@ryanm.191]

RRR Tool Solutions 864-710-7964 thanks for all the info. I’ve noticed that for a couple of bikes you can actually reverse the shift movement so toe down equals shift up. Apparently it’s a common thing in motoX

[@mike87364]

Great video Kill the music

[@SpeedRunGamingPH]

Im going to put it in first gea.. ok as you can see nothing unussual happened here on to the second gear... Lol jk.. thanks for this sir...

[@RRRToolSolutions1]

Yea, that darn sprocket took me by surprise too. Thanks for the comments!