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13.7.3 Main clutch details
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When the engine with main shaft is removed (see chapter 13.7.2), we have full access to the drive
shaft. Some notes, see Fig.15.:
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The main shaft 6 has to be fully pushed on the crankshaft of the engine. When it lays against
the collar of the crankshaft, the shaft is locked with clamp 1 and 14. Tighten self lock nuts 15.
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When shaft 6 is hard to remove from the crankshaft, remove stud end 7, which is threaded
into the main drive shaft. A hole is drilled through for help.
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The V-belt pulley hub 2 is mounted with two ball bearings to the main drive shaft 6.
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The clutch friction plate 9 should move easily on the main shaft splines 5. Don’t use grease,
because it may end up on the lining plates. The lining plates are glued.
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Pressure plate assembly 16 doesn’t need to be disassembled, other than replacing key
components.
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Bolts 12 need to be tight and secured with heavy loctite. Use original bolts. Be aware of the
fact that longer bolts / a changed construction, may damage the ball bearing inside.
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Sliding bolts 3 are holding the clutch together. When assembled, tighten them one by one a
little and tighten tight, with medium loctite on the nuts. Next check carefully whether the
clutch works fine and doesn’t stick on the bolts.
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Again it is important that the pressure plate assembly 16 doesn’t load the clutch. Check this
when tightening the bolts/ bushes 13 and the fork joint 10.
13.8 The Verti-Drain unit.
.
Basically the Verti-Drain unit is built from two gearboxes with each 2 cranks at 180 degrees,
which are connected with one main input drive shaft. Next the 4 tine-element –assemblies are
connected to these cranks. The Verti-Drain unit itself is connected to the prime mover via a three-
point-linkages system.
Some key notes. See Fig.16.:
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The gearboxes 1 are equivalent. However the position of the idler 2 inside is important to
create the correct timing, see spare parts manual for more information.
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The gearboxes are filled with life time grease, till level 3.
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The gearboxes are mounted to the main frame with bolts 4. One of the gearboxes has slotted
holes, which will be explained later.
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The V-belt pulley 6 drives both gearboxes.
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The central splined shaft 10 connects both gearboxes to each other and to the V-belt pulley.
The timing from one gearbox to the other is determined during assembling this central shaft.
Check carefully the timing, as is given in fig. 16. Only this one (perfect) setting is right. The
main shaft has to be tightened with nuts 9 at each side. Bushings 5 and 7 and pulley 6 with
tapered washers 13 should fill the space between the gearboxes. If new components are used,
the gearbox with the slotted holes 4 may need to be repositioned, in order not to create extra
forces. If the same components are used, people can feel whether the components fit tight.
Then there is no need for repositioning.
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When the V-belts need to be replaced, the main shaft 9 can be moved to one side, if both nuts
9 and bolts/nuts 14 have been taken away. Use a thin wall tube 11 and a small hammer to
move the splined shaft just across the V-belt pulley. Next bush 7 can be taken out, and the V-
belts. After being replaced push the splined shaft back. Check the timing carefully and push
shaft through and tighten the self lock nut.
