This is potentially useful in correcting production tolerances in components, including the right flywheel and pinion shaft, but also the pinion gears, cams, and breather assembly.Īnother purpose is to allow fine tuning of the cam(s) without re-grinding or using different cams.
These keys may be easily modified to fit the H-D installation.
Keys are available for this application with various degrees of offset, where the top is shifted slightly sideways from the bottom, causing a partial mis-alignment. This key aligns the oil feed passage in the pinion shaft with the transfer hole in the right flywheel, which supplies oil pressure to the crank-pin.īy a happy coincidence, the dimensions of the key are very similar to a key used in common automotive applications: the Chrysler “LA” (small block) V8 camshaft drive (and probably other brands and engines). However, the following idea may prove useful.Īlthough different pinion shafts are used in 1912-* Harley-Davidson V-twin engines (45, VL, UL, knucklehead, panhead and shovelhead), they all use the same pinion shaft key (23985-12). There is no easy method of dealing with this, as the cam shaft and gear are 1 piece in the earlier engines. The cam(s) and or breather assembly may be out of time due to “stacked” production tolerances (as well as the indifferent quality of some after-market replacement parts). When an engine is re-built or assembled from parts, the rotational position of the pinion shaft and stack may not “time in” to the H-D factory specifications. Re-timing Harley-Davidson Cams and Pinion Gears
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