Trans.center plate spring1989fxrs low rider

clutch disc or clutch plates are determined by several things
over haul diameter
spline size
no of splines
solid center;
spring loaded center light 4 spring of light spring material
spring loaded center heavy---6 or 8 springs of thick spring material
full face linings --asbestos or like material
button linings --normal a brass compound
So now knowing all of this all you have top do is take the existing plate along to a specialist brake and clutch shop and they will be able to match up a replacement plate as equipment manufacturers use generic clutches suitable to their engineering requirements
best advice is to always replace the clutch as an assembly because there is high heat generated in a clutch operation and that affects the tension quality of the spring steel used in the springs of the pressure plate
as for a lift cylinder , any professional hydraulic engineering shop will be able to repair/replace or manufacture what you want
again your cylinder as a sample is a big advantage when replacing something

It will attach on a clip on the inside of the body and the pulley arm

Use the SPANNER WRENCH (Part No.
94455-89) and extend or compress the springs to the
rider's desired position. Mark the adjuster plates so you
adjust both springs to the same position.
a. Turning the adjuster plates OUT (toward the locknut)
increases the spring preload to carry a heavier load.
b. Turning the adjuster plates IN (away from the locknut)
decreases the spring preload to carry a lighter
load.
3. Tighten the locknuts against the adjuster plates.

Very little, if any, unless the trans was over filled, then the oil may come out of the breather hose. Did you check the shift shaft seal when you had the primary off?

Your 98 Low Rider is a head breather and in stock configuration, the vent is directed into the air filter. It is typical of a little oil to come out of the breather but if it was a lot and it's continuous, you may have a problem. The first thing I'd check is the "umbrella vlaves" in the center rocker box plate. Over the years they'll get hard and fail to seal. Just take the rocker box covers off and replace the valves and the gaskets. No problem.

Good Luck
Steve

Your low rider has forward controls on it. These controls are not as "positive" as the mid-mount controls. Now, if your clutch is not releasing as it should, this could be the cause of your missed shifts as well.

Or, it could simply be that you need to learn a different shifting technique. Regardless of what you and others may think, your low rider is not a high performance motorcycle. It's a cruiser and should be ridden like one. It has large heavy gears in the transmission because it's a large heavy motorcycle and it will not shift as fast as the lighter bike's transmissions do.

If your transmission does not shift as it should once you're sure your clutch is releasing properly, make sure your primary is not overfilled with oil. If you have too much oil in the primary, the clutch and the oil will act like the torque converter in an automatic transmission.

Stand your bike up straight and remove the derby cover. Look at the clutch assembly. It will look like shiney aluminum. Inside this, you'll see a darker colored "plate" of metal. This is the spring in your clutch. The oil level should be no higher than the lowest point of this spring.

If this does not resolve the problem with your transmission shifting, it will require going into the transmission to have a look at what's going on in there.

Good Luck
Steve Bentley

look on the left rear of the bottom of the trans pan under neath the bike kick stand side, ,the trans drain is midway on the bottom right side of the trans pan,can send a picture of it if needed,just send a reply.

properly, remove inspection cover on left side case. the wheel is marked. TDC and the proper just before TDC I believe. with a timing light... adjust plate till you see the proper timing mark. IF IT IS TOTALLY STOCK ...off hand, put the plate in the center of its adjustment... it will run there... you can adjust it slightly in either direction. usually it is slightly clockwise from center. when it starts right.. ride it. if it diesels.. back it off a little. it works.

what is the torque specs for a derby cover on my 2009 Soft tail?

call your dealer to get an estimate too.

Shift Patterns Upshifts
Transmission upshifting is controlled by the powertrain control module. The PCM receives inputs from various engine or vehicle sensors and driver demands to control shift scheduling, shift feel and torque converter clutch (TCC) operation.
The PCM has an adaptive learn strategy to electronically control the transmission which will automatically adjust the shift feel. When the battery has been disconnected, or a new battery installed certain transmission operating parameters may be lost. The Powertrain Control Module (PCM) must re-learn these parameters. During this learning process you may experience slightly firm shifts, delayed, or early shifts. This operation is considered normal and will not affect the function of the transmission. Normal operation will return once these parameters are stored by the PCM.
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Apply Components Band — Overdrive
For component location, refer to Disassembled Views in this section.
During 2nd and 5th gear operation, hydraulic pressure is applied to the overdrive servo.

• This pressure causes the piston to move and apply force to the band.
• This action causes the overdrive band to hold the overdrive drum.
• This causes the overdrive sun gear to be held stationary through the adapter plate and the overdrive drum.

Band — Low/Reverse
For component location, refer to Disassembled Views in this section.
During 2nd gear operation, 1st gear operation and reverse, hydraulic pressure is applied to the low/reverse servo.

• This pressure causes the servo to move and apply force to the low/reverse band.
• This action causes the low/reverse brake drum to be held.
• This action causes the low/reverse planetary assembly to be held stationary.

Band — Intermediate
For component location, refer to Disassembled Views in this section.
During 3rd gear operation, hydraulic pressure is applied to the intermediate servo.

• This pressure causes the servo to move and apply force to the intermediate band.
• This action causes the direct clutch drum to be held.
• The intermediate band holds the intermediate brake and direct clutch drum to the case in 3rd gear.
• This causes the input shell and forward sun gear to be held stationary.

Clutches — Direct
For component location, refer to Disassembled Views in this section.
The direct clutch is a multi-disc clutch made up of steel and friction plates.

• The direct clutch is applied with hydraulic pressure and disengaged by return springs and the exhaust of the hydraulic pressure.
• It is housed in the direct clutch drum.
• During 4th, 5th, and reverse gear application, the direct clutch is applied transferring torque from the forward clutch cylinder to the direct clutch drum.
• This action causes the forward sun gear to drive the pinions of the low/reverse planetary carrier.

Clutches — Forward
For component location, refer to Disassembled Views in this section.
The forward clutch is a multi-disc clutch made up of steel and friction plates.

• The forward clutch is applied with hydraulic pressure and disengaged by return springs and the exhaust of the hydraulic pressure.
• The forward clutch is applied in all forward gears.
• When applied, the forward clutch provides a direct mechanical coupling between the center shaft and the forward ring gear and hub.

Clutches — Coast
For component location, refer to Disassembled Views in this section.
The coast clutch is a multi-disc clutch made up of steel and friction plates.

• The coast clutch is applied with hydraulic pressure and disengaged by return springs and the exhaust of the hydraulic pressure.
• The coast clutch is housed in the overdrive drum.
• The coast clutch is applied when in 1st, 3rd, D4, and reverse positions.
• When applied, the coast clutch locks the overdrive sun gear to the overdrive planetary carrier, thus preventing the one-way clutch from overrunning when the vehicle is coasting.
  • This allows the use of engine compression to help slow the vehicle and provide engine braking.

Clutches — Intermediate
For component location, refer to Disassembled Views in this section.
The intermediate clutch is a multi-disc stationary clutch made up of steel and friction plates which are in a module assembly that includes the cylinder and frictions.

• Applied with hydraulic pressure.
• Disengaged by a return spring and releasing of hydraulic pressure.
• Hydraulic pressure is feed through a feed tube in the case worm trail.
• Uses a bonded piston in an aluminum housing.
• Applied in during a 2-3 shift event.
• Transfers torque from the sun gear to the planetary carrier.
• Torque transfer causes the one way clutch to engage and holds the sun gear from turning, delivering 3rd gear.

One-Way Clutch — Direct
For component location, refer to Disassembled Views in this section.
The direct one-way clutch is a sprag-type one-way clutch that is pressed into the center shaft.

• The direct one-way clutch is driven by the ring gear of the overdrive planetary carrier.
• The direct one-way clutch holds and drives the outer splines of the center shaft in 1st, 3rd, 4th and reverse gears.
• The direct one-way clutch overruns during all coast operations and at all times in 2nd and 5th gear.

One-Way Clutch — Intermediate
For component location, refer to Disassembled Views in this section.
The Intermediate One-Way Clutch is a sprag type one-way clutch.

• The Intermediate One-Way Clutch connects the intermediate assembly to the input shell and sun gear assembly in third gear.

One-Way Clutch — Low/Reverse
For component location, refer to Disassembled Views in this section.
The low/reverse one-way clutch is a sprag type one-way clutch.

• The low/reverse one-way clutch holds the low/reverse drum and low/reverse planetary assembly to the case in 1st and 2nd gear.
• In all other gears the low/reverse one-way clutch overruns.

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