aliveagain
Needs a life
Posts: 5033
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posted September 29, 2009 05:19 PM
shifting forks
How am I suppose to check to see if the forks are bent? The only thing the book says is to make sure it is 90*.How do I do that? It's not like I can hold a square up to it.
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I wondered why the baseball kept getting bigger. Then it hit me.
  
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KZScott
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high on speed
Posts: 7235
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posted September 29, 2009 05:23 PM
cut a notch out of the corner of something square?
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01 ZX-12R 8.84 @ 156.3 no bars, DOT tires. Pump Gas, NA.... turbo 8.47 @ 164.
00 ZX-12R 8.62 @ 165.2 no bars, slicks, Pump Gas, 55 shot.... turbo 8.32 @173
00 ZX-12R Fastest NA Kawasaki in the world 1: 222.046 1.5: 226.390 Loring AFB
00 ZX-12R street turbo 1: 227.9 1.5: 234.1 Loring AFB
00 ZX-12R LSR turbo 1: 263.1 1.5: 266.5 Loring AFB Worlds fastest ZX-12R
CMG Racing RCC Turbos
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zx12mark
Pro
Posts: 1654
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posted September 29, 2009 09:56 PM
send both shafts complete to mark at r and d motorsports in florida.
my transmission is so fucking good.the select few i let ride my 2000 12r with 47.000 miles say it the best they have ever shifted.its just that good.
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tcchin
Zone Head
Posts: 867
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posted September 29, 2009 10:35 PM
There are two angles you need to evaluate. You could use a combination of squares and straightedges to measure perpendicularity, or you could examine the wear patterns on the forks. If the fork fingers are worn 'opposite' (right fwd face and left aft face), then the fork is twisted. If the tips are worn on one side and the bases worn on the other, then the fork is bent laterally. All of this is kinda moot, as any wear at all should cause the fork to be replaced, as the forks will wear quickly once the hard candy coating has been breached. Also, if the fork/gear side clearance is out of spec, then the forks and gears should both be replaced. In roadracing, we replace shift forks between two and five times per season, or about every major rebuild.
There are many factors that influence transmission shift quality. I've found that the Factory Pro shift cam and detent spring make shifting a lot smoother, and the best part is that they're bolt-on parts. There are other, more involved things you can do with shims and some general gunsmithing that make a big difference, too. These things take time and some trial-and-error to get right. For example, a transmission that's shimmed too tightly will shift worse than one that's too loose.
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aliveagain
Needs a life
Posts: 5033
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posted September 30, 2009 03:47 AM
quote:
cut a notch out of the corner of something square?
Another cardboard cutout Scott?Fess up,you own stock in it. 
I'm not even sure which fork it was because the dealer took off the forks for welding of the cases.I am kind of concerned for the fork that was on the gear when it broke.I just want to get this forking right.
____________
I wondered why the baseball kept getting bigger. Then it hit me.
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KZScott
Needs a life
high on speed
Posts: 7235
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posted September 30, 2009 01:25 PM
no, i was thinking aluminum....but dad is in the forestry industry (cuts down big effin trees with giant machinery)
great post Tim
____________
01 ZX-12R 8.84 @ 156.3 no bars, DOT tires. Pump Gas, NA.... turbo 8.47 @ 164.
00 ZX-12R 8.62 @ 165.2 no bars, slicks, Pump Gas, 55 shot.... turbo 8.32 @173
00 ZX-12R Fastest NA Kawasaki in the world 1: 222.046 1.5: 226.390 Loring AFB
00 ZX-12R street turbo 1: 227.9 1.5: 234.1 Loring AFB
00 ZX-12R LSR turbo 1: 263.1 1.5: 266.5 Loring AFB Worlds fastest ZX-12R
CMG Racing RCC Turbos
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aliveagain
Needs a life
Posts: 5033
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posted October 02, 2009 10:50 AM
quote:
more involved things you can do with shims and some general gunsmithing that make a big difference, too. These things take time and some trial-and-error to get right. For example, a transmission that's shimmed too tightly will shift worse than one that's too loose.
I'll bite.Would you care to elaborate a little on shimming and the gunsmithing?
____________
I wondered why the baseball kept getting bigger. Then it hit me.
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tcchin
Zone Head
Posts: 867
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posted October 02, 2009 12:07 PM
Unfortunately, there's not a whole lot of detail I can give you. You need to look at the transmission and gear shift mechanism and figure out where all of the sliding friction points are, and optimize them. Also, make sure the gears fit well on the shafts, and make sure that the gears on one shaft align well with their mating gears. Gears that have enough slop to twist and cause weird side-loads will need to be replaced or rebushed or both. Remember that there are manufacturing tolerances in everything, and a little well-guided hand work can improve the way some things fit together. The flip side is that you can also make things a lot worse if you don't use sufficient care and judgment.
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