The kit as such is no longer available, but the parts are. Gear clashing can be different.

In fact, those are my recommendations for any BMW transmission. More clearance develops, the output shaft can actually wobble in the bearing.

In this case, the Specialist is Tom Cutter who does business as the Rubber Chicken Racing Garage, located at 1360 Colony Way, Yardley, PA, 19067. Be sure to check your shaft, & these numbers, don't trust me here. As mentioned earlier; numerous parts changes in the shift mechanism occurred over a number of years ....such as the offset segments and pawl spring changes.In the September 2003 issue of BMW Owners News, from page 34, is an illustrated article on replacing a broken pawl spring in the transmission. See Anton's article I mentioned earlier, as it has some photos.The shift kit uses spring 23-31-1-242-910, and you must use that spring with the shift kit. Copyright © 1999 - 2020 | Total Motorcycle - 10 Billion Hits. Sometimes the serial numbers of the transmissions, or bike serial number, were not well identified as to when changes were made. If that diode shorts, the lamp is 12.
The half-sealed bearing goes on the rear of the intermediate shaft only.

Brunos, in Canada, has a very good reputation.


With engine off, (2B)  This is an additional test that SHOULD BE DONE.

It is important that it not be a pure metal contact, and on the /2 bikes, there is a rubber bumper.

40+ years experience. Once I am satisfied that all of my measurements are correct, I select the correct shims to get my favorite clearance, and I stick the shims into the cover bores with a dollop of grease. I expect the clearances to measure within a very narrow range. The specified 'new' shaft is 23-21-1-338-793. It is retrofitable, & can be considered for earlier transmissions when overhauled, but it makes only a slight difference in the heavy flywheel models.

He noticed a small "rumble" or notchiness when revolving the output flange, the driveshaft shaft disconnected.

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For such as a 80W145, as just one example of oils with a much higher top number; as your parts & oil rise in temperature, the oil thins less, & the specific lubrication qualities of friction inherent in thicker oils, are modified.

If you have a NON-Paralever model (wet driveshaft models used a green seal) ..... and oil is transferring from driveshaft to transmission, you probably have one or more of:  too high driveshaft oil level; sacked suspension; extreme downhill riding; ...and may want to fill the 12:00 notch ....be sure to leave it with a teeny hole in the filling. This is worse with an older worn engine.

Initially, without a very good look, all seem to appear similar to any other 6403-C3 bearing;  but, the front face of the latest/greatest inner race (forward edge of the inner race, the side of the bearing which has writing on it) is cut with a 90° angle (much smaller taper to it than the rear face of the inner race) between the face & the inner hole where the bearing slides over the output shaft instead of the 6403-C3 bearing which has a tapered angle. This is not a step by step procedure, and you will find things I did not mention ....that are minor. The casting was changed for better selector fork shaft support for 3rd & 4th, & the shaft which had been 100 mm is now 105 mm long. 1 Great Motorcycling Community "Mr. Totalmotorcycle". :Confused??

I can NOT divulge in such circumstances my source(s) ...BUT! The shift kit 'fixes', or at least additional help for false neutrals do not have the same level of improvement in the heavy flywheel models as the later clutch carrier models. By that time the housing is fully heated, I pull it from the oven, immediately install in this order: Input roller bearing outer race with cage, oil baffles in the cluster and output shaft recesses, the 3-4 shift fork on the stub shaft. There have also been instances of stiff clutch, or frozen or nearly so clutch operation (not same as clutch disc sticking to flywheel in humid climates ...for that, see clutch article, above link).Some tolerances on some transmissions throwout area bore sizes, & throwout pistons, were not held tightly enough, for the normal operating temperature range.