EVO: Transmission & Final Drive


1986-2016 Sportster Primary/Transmission/Final Gear Ratios

sportster-ptf-gearratios-1986-2016-us.jpg


883 Belt Model Part Numbers

1991-92 883 Deluxe
1993-94E 883 All

Part Oil Seal Spacer Trans Sprocket Belt Sprkt Kit w/mtg parts
Part # 12050 33334-85 0.849“ Thick Only-In-Kit» 40022-91 128T 1-1/8” 40285-91A 27T
As a set, the seal, spacer & sprocket from 1995 can be retrofitted back to the 1991-94 models.

1994L-2003 883 All

Part Oil Seal Spacer Trans Sprocket Belt Sprkt Kit w/mtg parts
Part # 12067A 33344-94 0.600“ Thick 40288-95 27T 40022-91 128T 1-1/8” 40285-91B 27T

2004-06 883 All

Part Oil Seal Spacer Trans Sprocket Belt
Part # 12067B 33344-94 0.600“ Thick 40379-04 28T 40570-04B 136T 1-1/8”

2007-2010 - 883

Part Oil Seal Spacer Trans Sprocket Belt
Part # 12074 Built into Bearing 40379-04 28T 40371-07 136T 1“

2011+ - 883

Part Oil Seal Spacer Trans Sprocket Belt
Part # 12074 Built into Bearing 40409-04 29T 40591-07 137T 1”

1200 Belt Model Part Numbers

1991-94E - 1200

Part Oil Seal Spacer Trans Sprocket Belt Sprkt Kit w/mtg parts
Part # 12050 33334-85 0.849“ Thick Only-In-Kit» 40022-91 128T 1-1/8” 40202-91A 29T
As a set, the seal, spacer & sprocket from 1995 can be retrofitted back to the 1991-94 models.

1994L-03 - 1200

Part Oil Seal Spacer Trans Sprocket Belt Sprkt Kit w/mtg parts
Part # 12067A 33344-94 0.600“ Thick 40205-95 29T 40022-91 128T 1-1/8” 40202-91B 29T

2004-06 - 1200

Part Oil Seal Spacer Trans Sprocket Belt
Part # 12067B 33344-94 0.600“ Thick 40409-04 29T 40571-04B 137T 1-1/8”

2007+ - 1200

Part Oil Seal Spacer Trans Sprocket Belt
Part # 12074 Built into Bearing 40409-04 29T 40591-07 137T 1“

Final Drive Trans Belt Sprocket Issues (Differences between 1991, 1995 & 2004)

Remember, the Final Drive Trans Belt Sprocket has left-hand threads! Use a locking tool when removing or installing the sprocket.

The Final Drive Trans Belt Sprocket (from the transmission) must align with the Rear Wheel Sprocket, which is determined by the wheel width. The Trans Drive Sprocket has a belt guide flange on one side only.

Pre-2004, on the outer flanged side, the center mounting splines are relatively flush with the flange face. But, on the engine side of the sprocket, the center mounting splines are recessed from the edge of the belt drive face. On 2004-later, the flange is on the engine side (with recessed splines there) and the mounting nut and lock plate are on the outer, flangeless, side.

On 1991-94 Sportsters, the flanged side of the sprocket is away from the engine. On the opposite side, between the case bearing seal (for the transmission Final Drive Shaft) and the recessed splines on the Trans Drive Sprocket, is a spacer to fit in that recess. The width of the splines in contact with the Final Drive Shaft is 0.5”.

On the 1995-03 models, the center spline contact area of the Trans Drive Sprocket (on the Trans Drive Shaft) was widened to 0.766“ and the recess spacer was reduced accordingly. The flanged side of the sprocket is still away from the engine. (As a set, the seal, spacer & sprocket from 1995 can be retrofitted back to the 1991-94 models.)

Note: To fit a 1995-03 pulley to a 1991-1994 model requires the matching seal. The '95+ spacer has a larger outside diameter than the 1991-94. Also note, that 1994 was a transition year to the later style pulley; “early” '94s had “early” pulley setups, “late” '94s had '95+ pulley setups.

On the 2004-later models, the Trans Drive Sprocket design was reversed. The flanged side was placed toward the engine, thereby pushing the usable belt surface farther away from the engine to allow for a wider rear tire (150mm). On the flanged side, the center mounting splines are recessed .40” from the flange face.

For 2004-2005, the older spacer was still used (as used on '95-'03) between the case bearing seal and the sprocket.

On the 2006+ models, the spacer was incorporated into the transmission output shaft bearing.

Year Description & P/N Note
1991-E94 Oil Seal 12050
Spacer 33334-85
L94-1995-05 Oil Seal 12067B
Spacer 33344-94
2006-later Oil Seal 12074 Spacer is part
of shaft bearing
Spacer 8964

Note: The early trans pulleys will not mount to the '04-up's (even with the flange turned inboard) because:

  • 1) the “extra” 1/4“ for the inner spline is only a “bump”, there is no area for the nut and lockplate on the early versions.
  • 2) The splines need to be recessed .40” from the (now inboard) belt flange - they are not recessed on the early versions.
  • 3) With the flange outboard, the early version Final Trans Drive Sprocket cannot be properly aligned with the 2004+ Rear Wheel Sprocket. If the belt rides against the flange, overheating may occur and the flange (press fitted) can separate from the sprocket.

This XLForum Thread was used for collecting the above information. Thanks to those who contributed, especially Sirrom1.


Belt Conversion Kits

  • 40110-89 - HD offered a 4-speed chain-to-belt conversion kit
  • … but stopped offering them in 07/2005 ($525.95)
  • … Front Drive Sprocket is 40271-89 (27T - Kit uses 132T 1-1/8“ Belt)
  • 40111-91A - HD offered a 5-speed chain-to-belt conversion kit
  • … but stopped offering them in 10/2007 (40111-91C $399.95)


Chain Conversion Parts

  • PBI Chain Sprocket #280 is compatible with 1991-2006 models and has an
  • … overall width of 0.85” and offset of 0.5“ with a Spline Width of 0.5”


Caution: Aluminum Drive Sprockets

Some folks have had a problem with aluminum aftermarket pulleys that wear excessively. It may be an occassional fault
in the anodizing or something more prevalent. Simply be aware of this potential problem. 1)


Gear Indicator Correction (with Powervision) When Changing Gear Ratios

This example (which should apply more widely) is based on a 2012 883 Superlow that was converted to a 1250 with a different Primary Engine Sprocket and different final drive belt sprocket. These changes altered the calculation required to accurately display the proper gear. The recalculation was entered into a Powervision engine tuning unit.

Fixing Digital Gear Indicator - as reported by cliffm of the XLForum2) (quoted below with minor editing)

My most recent modification to my 2012 Xl883 superlow was installing V-Twin Power Sta-tor Ring w/encapsulated magnets opting to gear up to xl1200 38-tooth over my factory xl883 34-tooth for improved freeway cruising with my installed 883/1250 kit.

This obviously trashed the ECM's ability to properly interpolate the RPM of any selected gear. Having a mated Dynojet Power Vision I attempted to correct this. After several attempts I succeeded and want to share this, as it's applicable to all ECM controlled Harley's.

First, you must have the bikes “orginal” ECM configuration settings for reference, specifically what was the “original gearing” Primary & belt and also the “gear” interpolation values as displayed under gear in the PV menu.

Then you need to know the “new” gearing values as you need to calculate the difference in previous to current gearing percent's per gear.

In my case, I had almost the lowest, at 34/57 primary and 29/68 belt with 3.93 overall.
This meant:
• 1st gear was 10.44 and a gear setting of 0.22119
• 2nd gear was 7.463 and a gear setting of 0.31063
• 3th gear was 5.5310 and a gear setting of 0.4168
• 4th gear was 4.5840 and a gear setting of 0.50331
• 5rd gear was 3.9310 and a gear setting of 0.58687

The Primary swap to 38/57 primary and 30/68 belt, the new final is 3.40 A +14% increase. Re-calculating each gear and comparing to original provides the difference to “increase” my gear values for the ECM to interpolate the RPM/Gear selection display.

• 1st gear now 9.004 (+14.7810%) with gear setting “increased” to 0.25388
• 2nd gear now 6.431 (+14.4948%) with gear setting “increased” to 0.35566
• 3th gear now 4.784 (+14.4838%) with gear setting “increased” to 0.47717
• 4th gear now 3.965 (+14.4812%) with gear setting “increased” to 0.57620
• 5rd gear now 3.40 (+14.4864%) with gear setting “increased” to 0.67189

The VSS value in PV menu influences this as well, but I’m assuming you all have already dialed that in to correct for any tire diameter changes you may have performed. My gear selection is now spot on. This approach works for all Harley’s with ecm gear interpolation values.

The reason you can’t just copy from you buddies configuration is variances in OEM tire size configurations and primary/belt drive gearing was “burned” to the ECM and power vision does not show this “hidden” multiplier, only the correction factor per gear, based on the OEM settings


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