Do I Need to Buy Gears Again on the Pcx

Kitaco and Yuminashi (perhaps others) make fix kits for the PCX's manual to modify the final drive gearing.

The transmission is a bit of a hassle to go to. It involves removing the frazzle, rear bicycle, and the entire drive associates (variator and clutch). Additionally, the Yuminashi kit involves pressing off a gear and pressing a new gear on, which required (at least for my PCX) a huge industrial printing. The Kitaco kit is just replacement of one gear though, which is fiddling.

The merely downside to either kit is, the speedometer does not account for them. The speedometer reads off the Last Gear (as Honda calls it), which is completely confusing given the clutch shaft outputs to the Drive Shaft, and the entire microfiche provided past Honda is rotated 180 degrees from how you run into information technology on the bike.... It gets confusing, then hither'due south a quick primer on the PCX transmission before I kickoff:

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Quick disclaimer: This all is stock on the 2011 PCX. Other PCXes may have *slight* variations in gearing.

5. "Drive Shaft" according to Honda. 17 tooth stock. This interfaces with the clutch, and sticks out the left side of the transmission into the clutch. Interfaces with 7. No aftermarket options be that I know of.
6. "Countershaft" according to Honda. 13 molar stock. This is driven by 7 (which it slides into), and outputs to 8.
7. "Counter Gear" according to Honda. 53 tooth stock. This is driven by 5, and outputs to vii (which slides into it).
8. "Final Gear" according to Honda. 47 tooth stock. This is driven by 6, and outputs to the rear wheel.

Most the Kits

• The Kitaco kit (Kitaco 305-1426010) replaces the Counter Gear , switching from a 53 tooth gear to a 51 tooth. The new gear interfaces with the stock 17 tooth Drive Shaft. The stock ratio is 3.12:1, and the new ratio is 3:1, or a four% increase in top speed.
• The Yuminashi kit (FORGED GEAR SPROCKET Gear up 15/45 (3.0)) changes the gearing on the PCX from a 47 tooth Final Gear interfacing with a thirteen tooth Countershaft to a 45 tooth Final Gear interfacing with a 15 molar Countershaft. The stock ratio is 3.62:1, and the new ratio is three:one, or a xx.67% increment in pinnacle speed.
• Gearing is multiplicative, meaning these changes together add 25.v% overall increase in top speed. For a nominal speed of 65mph actual, that means 81.575mph new actual speed, assuming your bicycle can push down the power to go in that location.
• This as well ways that 81.575mph new actual speed will read equally 65mph with the stock speedometer. You tin can gear up that with a speedometer healer, which I might buy and make a howto for eventually.

That all make sense? Skillful! My Kitaco kit is in from long ago, and so I don't have the packaging, but here's the Yuminashi ane. Note the new speedo sensor:

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Start by removing the rear wheel, as in this how-to: http://hondapcx.org/viewtopic.php?f=3&t=1356

Next, remove the lower left body panel and so the CVT cover, and and so the variator as in this how-to: http://hondapcx.org/viewtopic.php?f=three&t=2598

Next, remove the clutch. You tin use the tool and a wrench the same as the CVT, but nearly all PCXes will require an touch on gun to remove the clutch the first time, equally a fair alarm.

I don't run with a centerstand, and so my PCX is sitting on a toolbox for a tile saw. You can simply use a centerstand, no need to purchase a tile saw for the case. Hither'southward a pic where you should exist at this bespeak:

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From that pic, it looks like I forgot to say undo the rear brake... Do that too.

Next, remove the speedometer embrace. At that place's an allen wrench at the front and back:

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The speedometer sensor is clipped to the cover, so wiggle the back to the right to get it off the grommet on the back right side of the cover, and so lift, exposing the speedometer cable. Gently unclip it.

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Finally, unclip the little wire retention clip for the speedometer sensor and pull the cover off.

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Flop the rear pulsate brakes off. They only both flop off from the tiptop towards the middle.

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Pop off the breather hose. Information technology goes into the airbox and is merely tucked up in there.

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Drain the oil in the final drive through the drain bolt (the one that is missing in this picture). Remove the other 6 bolts that secure the manual cover in identify. Bolts earlier removal...

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...and after:

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The commodities lengths vary, and their location is important, and then I have laid them out in the same layout as the holes:

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Slide off the manual embrace.

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Here's our gears! Discover how information technology'due south rotated 180 degrees from the Honda Microfiche... Silly engineers. The Concluding Gear is on the left, the Counter Gear is in the middle, and the Drive Shaft is on the right. Recall, those are Honda terms, not mine.

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The Kitaco kit replaces the center gear. The Yuminashi kit replaces the left gear (y'all have to utilise a printing to get it off, then dorsum on the shaft) and the gear subconscious behind the centre gear.

The heart (Counter Gear) should pull out by manus.

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Here'southward them adjacent. Hell if I think which is which, I took these pictures months ago. Y'all can count the teeth if you desire. They're very similar in appearance. If you are doing the Kitaco kit, drop the new gear in and reassemble and you're washed.

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The Final Gear and the Countershaft also just comes out past hand.

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Old Countershaft on left, new on right.

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In this moving-picture show, I've already had the new (smaller) Last Gear pressed onto the driveshaft. The bigger stock one is on the left, new on correct.

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Hither's the Terminal Gear getting pressed on. The press is huge! Good thing we have a machine store at work. You CANNOT remove and put dorsum on the Final Gear for the Yuminashi kit past manus. Even the 12-ton shop press I bought from Harbor Freight couldn't exercise it. I ended up using the absolutely massive one at work, which is at least a 50-ton printing. It'south self-explanatory to printing a gear on or off if you have a printing, and then I'll leave that to you.

The Last Gear before going in:

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The gearbox, sans-gears:

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Adding them in:

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And ready for the cover with the new gasket in identify:

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Reverse the process to put information technology all dorsum together, add 10w30 as your gear oil (yes, that is what Honda calls for as the specification) and you're done. If y'all need instructions for filling the terminal bulldoze oil, see this thread: http://www.hondapcx.org/viewtopic.php?f=three&t=3224

The speedometer sensor tin can be replaced if you bought one from Yuminashi. The stock one won't read off the smaller gear. It'due south a quick bandy while you accept everything autonomously. Remove the one commodities securing the sensor:

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Old sensor on correct, new sensor on left. Discover how the new 1 is longer.

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Pull the oring off the old sensor gently. The new sensor does non include an oring, so you can reuse the sometime ane:

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Install the new sensor and reassemble. Again, please brand sure to make full the transmission with fluid.

I promise you found this how-to helpful. If you have whatever questions or go stuck along the way, feel free to ask.

Currently ride: 2011 Honda PCX 125 - Upgraded windshield and seat, keeping this one more often than not stock
Previously rides: 2005 Five-Strom DL650, 1974 Vespa Ciao, 2011 Honda PCX 170 (tons of mods - takegawa 170cc large diameter kit, gears, etc), 1996 Honda Nighthawk 250, 1987 Honda Spree, 2000 KTM 125SX, 2003 Honda Silverwing, 2007 Genuine Buddy 125, 1998 Honda PC800, 2008 Buddy 125 (white), 2008 Buddy 125 (red), 2001 Honda Reflex, 1987 Honda Aristocracy, 1988 Honda Spree, 2007 Yamaha Vino, 2007 Honda Metro, 2x 125cc pure-chinesium dirt bikes

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Source: https://hondapcx.org/viewtopic.php?t=4373

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