Two Stroke Motocross

Engine Build HPP Valve Honda CR250 – Part 6

JohnNicholas — Fri, 12 Mar 2010 20:03:55 +0000

Part six of CR250 engine build. This is a short segment on the installation of the ignition components, countershaft sprocket, kickstart lever and ignition cover.

To install the stator plate, match the mark at the bottom of the plate to the casting mark on the case

Apply a thread-locking agent to the two mounting bolts and tighten securely.

Install the woodruff key into the slot on the crankshaft spindle

Install the rotor, washer and flanged hex nut and torque to 40 lb. ft.

Place a new gasket in the grooves of the ignition cover and install the ignition cover with the four pan head screws and washers

Install the kickstart lever onto it’s splined shaft and tighten the bolt to 20 lb.ft.

Install the countershaft sprocket with the recessed side facing toward the engine

Place the cone washer over the countershaft sprocket with the “out side” mark facing out and tighten the bolt to 33 lb.ft.

Congratulations, you have just completed the bottom end of your engine build

Hawkstone International

James Palmer — Fri, 12 Mar 2010 00:03:21 +0000

Thousands of fans and enthusiasts flocked to the 13th annual running of the famous Hawkstone International. While many spectators would have expected the dull, relentless hum of four-strokes boring their ears, watchers were pleasantly surprised to find a few riders keeping the sweet sound of a two stroke in the air.

The sun-kissed track enjoyed a short break from the recent terrible weather and was therefore in perfect condition – rutting up where needed and staying smooth where not. The line up for MX1 saw 4 riders, Micheal Hughes, Daniel Arnold, Barry Turnbull and Danny Blakeley, mounting 250 stokers against the mighty 450. Both Daniel Arnold and Barry Turnball qualified high enough to make it into the Open/MX1 race. With the sun shining the riders lined the gate for the opening MX1 race. Aboard his Honda 250 Daniel managed a respectable 26th place with Barry Turnball placing in 29th.

Daniel Arnold on his Honda CR250.

Race two turned out better results for both the riders. Daniel achieved a 22nd place out of 32 riders whilst Barry bettered his first race result with a 26th. After the days racing Barry had to say – ‘‘I had been looking forward to the Hawkstone International for months and I must say it was the best its ever been on the weekend. The track was near perfect condition and very demanding as it always has been. My little Suzuki 250 2 smoker was running spot on! My day went really well as I managed to qualify and I was really pleased with my results and my overall result of 26th. I would like to thank my sponsors; Roy at Wakefeild Offroad, Wulfsport, Muk junkie, Vertical Bikes, Jim Scafton at Motoshack for sorting my graphics out and a big thanks to my younger brother Craig for being there in the mechanics zone during the days racing.”

Barry Turnball blasting on his Suzuki RM250.

Flying the flag alone in MX2 was Frenchman Jordi Tixier about a KTM 125 riding for the JM Racing KTM team. After making everyone’s head turn by qualifying 29th just a couple of seconds off the leaders on his underpowered 125 he managed a 29th in race one and a very impressive 11th in race two beating the likes of Matiss Karro and Graeme Irwin giving him an well respected overall of 17th. Having such a good days racing Tixier made it into the field of the best riders from MX1/MX2 to race the Super final where with a consistent ride he finished 21st.

Jordi Tixier racing his KTM125 against the 250F's at Hawkstone.

Jordi Tixier exiting a turn.

Story and Photos by James Palmer

M.M.X. Goes to visit Grandpa’s House

JohnNicholas — Thu, 11 Mar 2010 03:34:20 +0000

Keeping up with the frantic pace of promotion, Maico International’s latest excursion took on a rather emotional tone last weekend when the new Maico M.M.X. shed a quiet few tears as its wheels touched down outside the birth place of its forefathers at Pfaffingen in Germany.

Between them bosses of the U.K. Company Vincent Page and Lesley White share an almost unrivalled passion for the marque and felt it a fitting tribute to let the company’s M.M.X. race bike sample its unique background before a wheel is turned in anger this year.

Pounding the snow-ridden roads from England to the small south German town where the name still rings bells with even its youngest of occupants, Vincent and Lesley arrived late on Saturday afternoon and set about recording the visit for posterity despite the falling snow.

The new Maico in front of the original Pfaffingen factory.

The site of the original factory has remained a shrine to the once world beating bikes and stayed a desolate and empty shadow of its former glory for many years, after the company fell from favour in the early 80’s.The less well known sister plant that handled casting work in nearby Herrenberg closed in 1983. In 2001 a majority of the site was re-developed and turned into a shopping centre with only two original buildings remaining in tact at the rear of the site.

Lesley, Vince and the new Maico at the door of the Maico factory.

Ironically the two long and eerily silent buildings that remain are the two assembly rooms where the bikes were built and set out in readiness for distributors to collect, with the distributor numbers still visible on the floor. Now being used by a company supplying garden furniture, signs of the legendary name that once paid for the upkeep are still around if you look hard enough, with outdated motocross stickers and marks on the wall, in fact you can almost hear the distant bark or a 490…….. if the romantic notion allows.

The tragedy of this situation is that as you walk round the buildings peering through the dirty cobweb ridden windows taking in the whole ethos of what use to be, you can almost feel the soul of the place crying for the return of the name that once occupied its square footage and thrived within its walls.

As we made our way round the building, camera at the ready, locals would glance our way and cast a knowing smile, despite the transition of time, the clear economic effect on the local community and the great divide in cultures and language barriers a knowing smile was enough between the two of us…………………………. they understood why were there.

Now a Two Stroke Motocross.com sticker adorns the old Maico factory building. WOW!

As a mark of respect to what is without doubt the best two strike brand in the world we left a two stroke motocross sticker on the collection door, and braved the weather with the appropriate t-shirts,

Cheers John.

Maico International

Berry ready to test Silicone after emergency operation

JohnNicholas — Mon, 08 Mar 2010 19:07:55 +0000

Following a recent emergency operation on a twisted muscle, Maico Internationals Dunlop Maxima rider Neil Berry is gearing up for the season ahead on the new 320 M.M.X.

Co-ordinating the ongoing development program, Berry will be faced with the task of testing and evaluating all the new products for the bikes which will be making their way onto the options list and ultimately standard equipment for 2011.With an extensive range of products already under manufacture here in the U.K. the likely candidates to make it to the bike first are all new silicone rad hoses being made exclusively for Maico International and a new ally kick start designed by ally tank guru Simon Parker, which will be available in two different lengths to suit riders of differing heights.

Unlike many other manufacturers who shy away from the public gaze whilst testing new bikes and products under a cloak of secrecy Maico International are keen to promote the public opinion which will inevitably be voiced throughout the year and encourage constructive comments and ideas from riders who could provide valuable input into new products.

Engine Build HPP Valve Honda CR250 – Part 5

JohnNicholas — Mon, 08 Mar 2010 18:56:27 +0000

Part five of the CR250 engine build. This segment will cover the installation of the clutch pack, right side cover, power valve governor and water pump cover.

Before installing the power valve governor, coat the throwout balls and the rack with a 50/50 mixture of moly 60 grease and transmission oil. Place the 12mm plain washers on each end of the governor. Align the rack yoke with the bearing race on the governor and install as a unit in the right side center case.

Apply the same lubricant mixture from the previous step to the pinion shaft and bushing and insert into the right center case from the top until it meshes with the rack.

This picture shows the correct orientation of the pinion shaft before cylinder installation with down being the front of the case. Pack the area around the pinion shaft with grease to prevent air leaks.

To install the clutch outer (clutch basket), soak the bushing and double row needle bearing in transmission oil and install on the mainshaft end that protrudes from the right side center case.

Place the clutch outer on the mainshaft and turn it until it meshes with the idle wheel gear and the primary gear.

Coat the two dowel pins in transmission oil and install in the respective holes in the right center case. Hang a new gasket onto the dowels and install the right side cover onto the right center case.

I like to pre-soak the fiber clutch disc in transmission oil before installation. Find a suitable container that can be sealed against airborne contaminants, fill with transmission oil, place the fiber disc in the container and close the lid. Pre-soaking assures the disc are thoroughly saturated with oil and aids in clutch life and consistent clutch action.

This is an old salad container I swiped from the kitchen.

Next up is the clutch center. Install the large thrust washer then the clutch center followed by the small thrust washer, locking washer and nut. Clamp a clutch holder tool onto the clutch center and torque the nut to 60 lb.ft.
DO NOT TRY TO WEDGE A SCREWDRIVER OR SIMILAR DEVICE BETWEEN THE INNER AND OUTER FOR THIS.

You have a better than even chance of ruining one or both of the components if you do. Once the nut is torqued, use a pair of adjustable pliers to bend two of the locking tabs against the nut.

Load the clutch pack by alternating fiber and metal (or aluminum) disc, starting and ending with fiber. Here is an oportunity to “tune” your power delivery. If you ride on hard pack or otherwise have trouble getting the power to the ground without excessive wheelspin, install metal clutch plates instead of aluminum. The metal plates add rotational mass and will tame the “hit” a little. Also, bare aluminum plates shill and foul the transmission oil with aluminum particles in short order necessitating frequent oil changes. Some may have already noticed the brown metal plates in the previous picture. These are akadised aluminum which is a hard coating designed to give you the benefit of aluminum plates without the shilling.

Apply Moly 60 grease to both ends of the clutch actuating rod and insert it into the hole (line) in the mainshaft.

Install the clutch “hat”

Install the pressure plate and six clutch springs

Install the six bolt/washers and tighten in three steps in a crisscrosspattern to 7 lb.ft.

Next up is the water pump. Coat the two dowel pins with oil and install. Place a new gasket on the dowel pins.

Place the separator plate over the first gasket.

Place a second gasket over the separator plate.

Now install the water pump cover and insert and tighten the bolts to 9 lb.ft. Install a new copper washer and the check bolt (black) and torque to 7 lb.ft.

Install and tighten the remaining right side cover bolts to 7 lb.ft. By the way, if you are using titanium bolts (like I am here), coat the bolts with a ti-prep grease to prevent dissimilar metal galling.

Kawasaki GP 125s

JohnNicholas — Sat, 06 Mar 2010 14:06:02 +0000

The excitement continues to build leading up to the opening round of the UEM 125cc European Championship.

Photos of the Kawasaki 125cc two-stroke machines have been released. While the Kawasaki 125 two-strokes have not been distributed in the USA, they have been available in other countries. The unveiling of the remaining machines will be at the first round held on April 11 in Italy.

The 125cc two-stroke series has captured the imaginations of fans worldwide. Along with the worldwide attention that comes along with it.

2010 will be know as the Return of the Two-Stroke!

Dylan Ferrandis Rocstar Kawasaki

Germain Vincenot Monster Kawasaki

Germain Vincenot

Kawasaki Team CLS

Germain Vincenot is one of the most promising of the latest generation of talented young riders from the seemingly never-ending pool of talent which the French motocross system has unearthed in recent years.

Germain Vincenot

Riding Number: 100

Support: Supported rider

Bike: KX125

Date of birth: 29 November 1991

Place of birth Vincennes (France)

Hometown: Vincennes (France)

Nationality: French

Weight: 70 kg

Height: 1.75 m

Marital status: Single

Respected Riders: Stefan Everts, Jason Lawrence

Favourite Circuits: Chauvigny (France)

Ambition/Dream: To be part of the top riders in the future

The 18 year old from Vincennes only discovered motocross at the age of 12, having previously shown great promise as a tennis player, but has benefited from the advice of experienced riders Loic Rombaut and Jerome Hemery as his career has progressed.

A Kawasaki rider throughout his career, Germain broke his foot last season and missed much of the outdoor season after a strong performance in the supercross series. He will compete in the exciting new European 125 Championship aboard a KX125 Kawasaki specially tuned with Pro Circuit parts by Harry Nolte at the Team CLS workshop in the Netherlands, and will also race the French Elite and Supercross series with the assistance of GT77, a Kawasaki dealer which has supported him for several years.

Career Resume

2009: Injured (broken foot)

2008: 4th | French Championship Junior Supercross

2007: 1st | Regional Championship

Dylan Ferrandis

Bio:
Date of Birth: May the 31th 1994
Birthplace: Avignon 84 (FRANCE)
Hometown: Bedarrides 84 (FRANCE)
Hobbies: Bmx, freestyle, video games, trampoling,
Proudest sporting achievement to date: My 3rd place at the world championship in 85cc in Holland 2008.

I have started the motorcycle as the age of 4 years, I made 3rd of the French championship in 85cc in 2005 less of 12 years, I won it the year of after, then I won the French championship class cadet and 3rd in supercross but also 3rd to Bercy in 2007, then I won the French championship motocross and supercross in 2008 and this year, at the moment I won the both races of the French championship. this year, I will have the world championship in new zeland, I am about going to make events of european championship, just one or two races because I haven got the money for the travels.

Cobra announces its 2010 Race Team

JohnNicholas — Sat, 06 Mar 2010 12:52:01 +0000

Missouri’s “Lightning” Lance Kobush and Austin Forkner, along with Illinois’ Chase Sexton, headline Cobra’s 2010 factory effort

HILLSDALE, Mich., (March 5, 2010) – Cobra is pleased to introduce today the world’s fastest young dirt bike racers – the members of the 2010 Cobra Race Team.

A new chapter in the “Cobra Generation” story begins to play out in the coming weeks at the first ever Daytona Amateur Supercross, Texas’ Lake Whitney Spring Classic and Oak Hill’s GNC Final, then continues on through the summer and fall at hallowed amateur MX racing grounds such as Vegas, Ponca City, Loretta Lynn’s, Branson and Gatorback – with a trip overseas for America’s top racers to join up and compete with Cobra’s top European stars against the world’s best mini cycle racers at the MX Masters (aka the Mini Des Nations).

Named to this year’s premier Cobra Factory team are three outstanding racers that have been aboard the Cobra brand for a number of years, winning multiple national championships along the way. Missouri’s “Lightning” Lance Kobush will be mounted on his King 50 and CX65, while Austin Forkner (Missouri) and Chase Sexton (Illinois) will run the 65cc class on factory-backed Cobra CX65s.

Cobra's Lance Kobush

“Lance, Austin and Chase make up the core of a Cobra race team that features championship-caliber racers from top to bottom,” explained Cobra President Sean Hilbert. “We look forward to the coming weeks in Texas not only to showcase our talented factory-backed racers, but also to witnessing the challenges our top guys face from privateer-mounted Cobra racers in their quest for podium spots at the major amateur MX nationals.”

Rounding out the Cobra Team program are a number of equally fast racers from all points of the U.S. map, including:

Racer State Class(es)
Michael Hicks                                     Missouri                               7-9 65cc
Julian Kempany                                Georgia                                10-11 65cc
Palmer Kling                                       Georgia                                F2, F3 (Road race, Supermoto)
Guage Keith                                       Maryland                             7-8 50cc & 7-9 65cc
Jonathan Lee                                     North Carolina                   7-9 65cc
Logan Leitzel                                      Pennsylvania                     7-9 65cc
Daniel McCullon                               Florida                                  7-8 50cc & 7-9 65cc
Stilez Robertson                               California                             7-8 50cc
Jack Rogers                                         Maryland                             7-8 50cc & 7-9 65cc
Kruz Sampson                                   Tennessee                          7-8 50cc & 7-9 65cc (GNCC)
James Shocky                                    Virginia                                 7-8 50cc & 7-9 65cc
Brandon Smith                                  New Mexico                      7-9 65cc
Vance Stiers                                       Ohio                                      4-6 50cc
Jackson Turpin                                  Georgia                                7-8 50cc & 7-9 65cc
Chase Yentzer                                   Pennsylvania                     7-8 50cc & 7-9 65cc

“We’ve got the Cobra support semi stocked with parts and are ready to hit the road for the Texas amateur national openers,” said Hilbert. “Everyone at Cobra R&D is looking forward to getting away from the computer monitors for a couple weeks and into the dirt for the opening races of the season.”

Cobra, founded in 1993, produces the most successful line of competition mini cycles and mini quads in the United States with more than 200 national titles in the last decade. Based out of Hillsdale, Mich., Cobra’s mission is to build premium products for the serious racer. For more information on Cobra products, please visit our website at www.cobramotorcycle.com.

High Profile Public Relations (HPPR), LLC, is a multi-faceted communications agency specializing in strategic media relations – both industry and mainstream – for the powersports and action sports communities. Dialed in with all forms of power and action sports, its participants, manufacturers and live event promoters, HPPR’s Pat Schutte can be reached at (734) 369-2170 and pat@highprofilepr.com.

Jason Thomas puts Two-stroke on top of podium in Parts Unlimited River Ranch GNCC

JohnNicholas — Wed, 03 Mar 2010 12:40:52 +0000

Lake Wales, Florida (March 2nd, 2010) In the XC2 division, Jason “UK7″ Thomas took advantage of the new rule, which allows 250 two-strokes to compete with 250 four-strokes in the Lites class this year, riding a Monster Energy/FAR Racing/ Andrews Cycles-backed YZ250 two-stroke to a first place finish in the division.

Last year’s champ Factory FMF/KTM Off-Road’s Kailub Russell went down in the first turn, but recovered to finish third, despite tearing the skin off his hand on the choppy course.

“I just washed out the front in the first turn, but going into the woods I was already in third, so I was pumped about that,” said Russell. “The skin ripped on my hand and it was pretty bad after that.

Jesse Robinson, riding a two-stroke KTM, capitalized on Russell’s injury to claim second.

“I was behind Thomas at the start but I kind of pumped up, and then Kailub caught me,” said Robinson. “Later in the race, I just picked it up and moved into second.”

Meanwhile, Kawasaki rider Josh Weisenfels and KTM-mounted Jake Korn rounded out the top five.

Jason Thomas Winning the Florida GNCC on his two-stroke.

XC2 Results:
1. Jason Thomas (Yam)
2. Jesse Robinson (KTM)
3. Kailub Russell (KTM)
4. Josh Weisenfels (Kaw)
5. Jake Korn (KTM)
6. Dustin Gibson (KTM)
7. Steward Baylor (KTM)
8. Scott Watkins (Kaw)
9. Travis Hullfish (Kaw)
10. Corey MacDonald (Yam)

To read the complete story http://gnccracing.com/articles/1975_strang-wins-parts-unlimited-florida-gncc

About GNCC Racing
The Can-Am Grand National Cross Country Series is America’s premier off-road racing series. Founded in 1979, the 13-round championship is produced exclusively by Racer Productions.ÊCross country racing is one of the most physically demanding sports in the world. The grueling three-hour GNCC races lead as many as 1,800 riders through tracks ranging in length from eight to 12 miles, competing for more than $3 million in prizes. With varied terrain, including hills, woods, mud, dirt, rocks and motocross sections, GNCC events are tests of both survival and speed. Weekly Television coverage begins each Sunday on Versus starting April 25. For more information, please visit www.gnccracing.com.

Two Strokes and Attitude…

JohnNicholas — Sat, 27 Feb 2010 21:46:17 +0000

When I woke up, the thought “how can we gather more support for the two-stroke”, ran through my sleepy brain.

While it’s true that Two Stroke Motocross.com is not entirely responsible for the shift happening in motocross as we speak, the tide is changing. I hope in some way that the stories, articles, tests and press releases published on TSM have helped.

More racers are switching to two strokes on their own in what appears to be ever increasing numbers. The comments, feedback and e-mail received at the TSM headquarters support this growth. It’s happening in many parts of the USA and the world. This is great news.

Debate, debate, bebate, why don't we all just go riding?

What I’ve noticed over the past few years is that there are rabid fans on each side of the equation. Which leads to those same fans thinking that the only way to get the other side to switch over is to convince them the other side is wrong.

Worse yet some think the only way to approach the issue is to equate it with a war or fight. They call out the others, say stupid or mean things and generally just cause problems for everyone. This does nothing but upset everyone.

I have a question for you, if you truly believed that you knew the correct answer to a question and someone started yelling at you, calling you names, telling you that your stupid, would you listen to them? Would they have any chance of influencing your decision?

My illusion is that you would consider them crazy, write them off and attempt to get away as soon as possible.

Do people run from you because you seem crazy?

What am I getting at? Using the golden rule “Do unto others as you would have them do unto you” when talking with people who have differing opinions than you.

Of course the idiom “You can catch more flies with honey than with vinegar” is helpful to keep in mind as well. This saying has been around for years, lets look at the definition of this phrase to break down what it actually means.

“It is easier to persuade people if you use polite arguments and flattery than if you are confrontational.”

This is a simple easy way to remember how to talk to others respectfully. This can go a long way in helping you to get what you want or to help others to see your point of view. Realize that you may not change their mind or get them to agree with you, but they will listen.

A positive attitude goes a long way.

How can we apply these thoughts and ideas for showing others that the two-stroke is a viable machine in motocross?

When speaking with four-stroke fans or writing posts on message boards, stay respectful and speak about what you are doing, not what they are doing wrong. Calling them out and saying they’re wrong, will only make our job increasingly difficult. Worse yet they will close their mind to the idea of two-strokes.

When you talk to these folks with respect and just point out that you want fair rules and are willing to talk about it, you can move mountains. If you create anger or animosity it’s impossible to even talk, how can you expect to create solutions together?

Be nice!

Jump for joy about two-strokes!

Next, please buy a two-stroke for yourself if you don’t already own one. Then show up at the races and do your best. When you come off the track make sure that you have an ear-to-ear grin for all to see. Remember to effuse “Man that was so much fun!” “When’s the next moto?”

Next is to share those stories of fun and excitement with others. Whether that’s with your buddies at the race track, in the neighborhood, on message boards or forums every little story helps the overall shift in people’s opinions.

If you’re interested in having your story published on this site, please feel free to use the contact form above to contact me and we’ll work something out to get your story out to the world. The one thought to consider here is that you don’t necessarily have to win your class, just that you compete and have fun on your two-stroke.

Mail your two-stroke stories...

Each and every story helps. These articles about real people racing, riding and switching to two-stroke do much more than you can imagine. It plants a seed in the mind of those around you, “Hey, maybe I should look at the two-strokes.”

For those you might be saying, sure your telling us to go out and do this stuff, but what are you going to do?

Glad you asked!

Along with a few friends we are going to jump into the fray and get some much needed publicity for the two-stroke.

Question: How can you reach out to the greatest number of motocross fans?
Answer: Compete in the Pro Nationals using a two-stroke!

Yes, you’ve heard it right, rip out those ear plugs needed for the four-strokes, the sound of a 250cc two stroke will be echoing across hills throughout parts of the USA. Watch out for us at the AMA 450F Outdoor Nationals!

Instead of waiting and bemoaning rules that may never change, we’ve decided that the best plan is to race. Competing with a 250cc two-stroke against the 450F race machines of the big factories.

It appears this idea has struck a chord, this past week we were interviewed for Dirt Rider magazine. They have expressed interest in testing our machine for a possible feature article. How cool is that? Special thanks to Pete Peterson and Damian Ercole at Dirt Rider.

This is our new logo for the project.

You know what’s bizarre? Most everyone we’ve spoken to thinks this is a great idea! Including some die-hard four-stroke racers. How crazy is that?

Now many folks are asking what they can do to help. We received offers that we find to be absolutely amazing. It’s hard to put into words just how grateful we are for everything.

While we promise is to do our very best at the races, we feel it’s important to share with our fans and supporters the fun, excitement and joy of motocross racing. We’ll do this in an up close and personal fashion.

Stay tuned for more information soon!

Thank you for your support.

Engine Build HPP Valve Honda CR250 – Part 4

JohnNicholas — Sat, 27 Feb 2010 19:40:00 +0000

This is part four of the CR250 engine build and will cover the assembly and installation of the kickstarter, idle wheel and gear change mechanism.

To assemble the shift pawls and springs, coat the springs, plungers and pawls with transmission oil. Insert the pieces into the shifter and place the completed assembly into the plate guide. Place the assembly aside.

Mount the drum stopper and drum stopper spring onto the right case with the pivot bolt and torque to 9 lb.ft. Don’t forget the thrust washer between the drum stopper and mounting boss in the case.

Use a screwdriver to move the drum stopper and install the shift drum center onto the shift drum making sure it is seated. Install and tighten the shifter pin (bolt in drum center) to 16 lb.ft.

Mount the previously completed plate guide into the end of the shift drum center (use a small screwdriver to depress the shift pawls until they seat into the shift drum center). Apply a locking agent and torque the three bolts to 9 lb.ft.

Install the return spring, circlip and thrust washer on the gearshift spindle (first picture) and install the collar on the shifter (line in second picture). Apply grease to the gearshift spindle and install it into the case. Use a soft mallet to coax the spindle until seated.

To assemble the kickstarter, install the thrust washer and circlip on the kickstart spindle

Next, allign the punch marks on the small ratchet gear with the punch mark on the spindle and install the ratchet gear

Next, install the large ratchet gear and thrust washer. Install the return spring in the hole in the spindle and insert the sleeved spacer.

Finally, install the thrust washer and small spring at the opposite end of the assembly and insert the whole assembly into position in the right center case and wind the return spring clockwise until you can insert the spring end in the hole in the case.

Next up is the idle wheel. Coat the idle wheel bushing with transmission oil and Install the idle wheel bushing and idle wheel on the countershaft. Spin the wheel, it should spin freely and quietly along with the kickstart large ratchet wheel. If the idle wheel does not spin freely and quietly, remove it, turn it over and check it again. This is the functional check for the idle wheel and kickstart disengagement.