The input shaft bearing is the reason for the clutch slip...
That said Let me explain how it works and you will see the problem with the baker design on the DSSC trans that can cause clutch slip...as well as the seal from the primary to the trans to fail.
I used to rebuild gear boxes for machining equipment on stuff like lathes,milling machines,small to large electric motors for various apps. In that time I learned quite a bit about what held up for a long time and what would wear out rather quickly. I also build my own engine and transmissions for my 600cubic inch drag car so I have learned over the years quite a bit about what are problem areas in things that move.
In the baker DSSC the gears are straight cut on the 1st and 2nd gear(no side loading),after that they switch to a helical cut gear on the 3rd - 6th gear. The helical cut gear by design is going to push itself and everything on the shaft it's attached to one side.
Those of you that have ever built a "roller" style engine for racing use a cam button to control the camshaft walk caused by the helical cut gear on the camshaft that mates up to the dist. Think of the gears in the DSSC trans in much the same way.
Ok, now that we understand how that works here is where the problem comes in.
In the DSSC baker transmission there are no thrust bearings at the end of the case to stop the shaft from pushing sideways as the helical gears are loaded. Instead they use a annular bearing on the input shaft side of the trans.
A annular bearing controls a few things well... It not only controls upward/downward pressure that rides on the bearing but also controls a good bit of un-even angle loading like the extream pressure that is put onto the input shaft when the clutch is engaged and the primary chain is pulling against it. Now add to that the side loading we just talked about caused by the helical cut gears and you have 3 diffrent loads put onto the input shaft bearing.
When the bearing is new everything is great and it can control the various loads. However when the bearing starts to wear from the diffrent loads placed on it as well as the small metal dust that gets into the transmission oil from the gears, other ball bearings ,etc it just makes it wear out even faster and causes the bearings to pit and gall.
That my friends makes the tolerance excessive and is what causes the shaft to move over more that when it was new....Once you get to a certain point the helical cut gears will push out under load more than the diaphram spring on the factory clutch can hold the clutches and will start to slip.
That is also the reason the bandit clutch works better in our big dogs than the factory baker clutch. The bandit has coil style springs that will hold over a longer distance than the diaphram style on the baker as well as having extra clutches.
If you are having a hell of a time adjusting the clutch it may be that the bearings in that DSSC are going bad and you are fighting the push of the helical cut gears. Now you can also add to that shaft flex that will compound the problem even further as well as some clutch baskets that are slightly bent and the makings for even more problems. I will save shaft flex, and clutch baskets for another disscusion.
But in the end ...the bearings get worn,helical cut gears push the shaft to one side,the clutch diaphram can not hold under the excessive tolerance and you slip.
When I rebuild the DSSC for my customers I always suggest using very high quality bearings made for machining operations that are of good quality steel. I will not get into what brand,type,material,etc I use as that is my little secret but so far they have all held up well. I think that even with the bearings I use it will only prolong the wear. Im working on a thrust washer mod for the case and end cap that should help the problem but I will need to get a spare trans to work with for a little R&D when I get a little time.
:2thumbs:
