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Discussion Starter #1
I want to add a 6 speed to my 05 FLHTCUI 106 ci.
The SE 6 is is about $300 less than the Baker DD6. I would like feedback from people that have either as to which one you think is the better way to go. Installation is not an issue I am concerned with.
Please help me make up my mind, I want to add the trans. this winter.

Thanks
 

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Infidel
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I've no opinion on either, but I have thought about adding a 6 speed as well.

The bottom line seems to be: "how much time do you spend at 80+ mph?"
 

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Best with a big bore

Ditto,

I have the SE 6 speed on my 103 RK and I love it. Because of all the low end TQ I have ( over 100 at 2500rpm) I use the top gear at speeds from about 55 MPH all the way up. It really helps with the gas mileage on cruises, be it back roads or freeways.

Plus, if you really want to "play" at high speed and have the guts I can burry the speedo well over 120 and hang on.

I have over 5k miles on the SE tranny and no problems whatsoever.
My:thumbsup: for what its worth.
Good Luck
 

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ditto said:
I want to add a 6 speed to my 05 FLHTCUI 106 ci.
The SE 6 is is about $300 less than the Baker DD6. I would like feedback from people that have either as to which one you think is the better way to go. Installation is not an issue I am concerned with.
Please help me make up my mind, I want to add the trans. this winter.

Thanks
Ditto,

I have had a DD6 since August of this year. Now the kicker. It's still not installed. It's going behind an S&S 124 I will have had sitting for a year next month...LOL. All I can give you are my reason for choosing it.

1. Runs quieter than the OD6s. I've ridden bikes with both types.

2. I like 24/37 type primary gearing and the DD6 comes very close to acheiving this. It's called an effective 1.5 ratio 1-5 by Baker with stock secondary 32/70 sprockets.

When ran straight up with 28/36 primary gearing and 32/70 secondary gearing it's and effective .89 1:1 6th gear. At 80 MPH in 6th gear in turns 10 RPM more than the SE .89 OD6. Change the 36 tooth clutch sprocket out to the HD 37 and it become almost the same .86 ratio as the Baker standard OD6with 24/37 & 32/70 3.37 final drive ratio.

With a heavy bike and or rider you get a better mechanical advantage in 1st - 5th gears than you do with either of the other 2 ODs unless you change the primary gearing out with the other two and with 37 clutch basket you have an effective .86 1:1 6th gear that is turning fewer RPM than the SE/Jims OD6.

3. Baker started offering the DD6 with an effective 2.94 1st gear option this year. Prior to this first gear was slightly lower than stock 5 sp transmission and with 28/37 primary about a 3.77 first. With the effective 2.94 first is less of a granny gear and becomes a little more useful on the street.

Transmission type with 32/70 secondary drive RPM @ 70 MPH, RPM @ 80 MPH

Stock trans 25/36 Primary 2940 3360

Stock trans 24/37 Primary 3174 3597

SE/Jims .89 Ratio 6sp 25/36 Primary 2615 2990

SE/Jims .89 Ratio 6sp 24/37 Primary 2799 3199

Baker .86 Ratio 6sp 25/36 Primary 2528 2889

Baker .86 Ratio 6sp 24/37 Primary 2706 3093

Baker DD6 Ratio 6sp 28/36 Primary 2625 3000

Baker DD6 Ratio 6sp 28/37 Primary 2697 3083

4. Since I'm converting to chain 28/37 primary gearing and 23/51 secondary gearing gives me a 3.37 5th gear as 5th is a 1.15 ratio and a 2.93 final drive ratio. SE/Jims would give me a 3.41 5th gear and a 3.0 final drive ratio. Couple of 100 RPM less at 70 and 80 MPH than the SE/JIMS, plus I can change both 5th and 6th drive ratios by swapping clutch basket from 37 to 36 and rear sprocket. Get several more final drive combinations of 5th and 6th than either of the others will produce without going the extra labor of to swap out the Tranny sprocket if I find the engine & bike likes taller final drive ratio.

*************************** 5th * 6th 70 mph 80mph 75 mph rpm
28/36 Primary 23/47 secondary 3.02 2.63 2462 2802 2627
28/36 Primary 23/48 secondary 3.09 2.68 2504 2862 2680
28/36 Primary 23/49 secondary 3.15 2.74 2556 2921 2737
28/36 Primary 23/51 secondary 3.28 2.85 2660 3041 2850

28/37 Primary 23/47 secondary 3.11 2.70 2520 2880 2700
28/37 Primary 23/48 secondary 3.17 2.76 2573 2941 2757
28/37 Primary 23/49 secondary 3.24 2.81 2627 3002 2815
28/37 Primary 23/51 secondary 3.37 2.93 2734 3125 2930


Bottom line all three work well and will get the job done. You might want to take a look at the Jims and Baker R ratio ODs also if you less RPM drop between shifts. Another option is the JIMs Fat 5 OD 5th gear. 1-4 gears have longer legs that the 5 speeds are OD/DD 6 speeds. More rpm drops between shift but gear are beefier/wider than the others. Another option is the REV TECH 6 speed. Cheaper than the others and have seen no proplems with these since they fixed that one that everyone seem to remeber. 5 year warrenty and if needed and they stand behind it.
 

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What if,
Someone made a 6-speed for the Evo sportster. I think I saw an ad for one once , but I'll be dadgummed if I can remember where. Any ideas out there?:confused:
 

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crazy frog said:
What if,
Someone made a 6-speed for the Evo sportster. I think I saw an ad for one once , but I'll be dadgummed if I can remember where. Any ideas out there?:confused:

http://www.bakerdrivetrain.com

The BAKER™ XL6 is a six-speed overdrive ‘cartridge style’ gearset that converts any existing 1991-2003 Sportster/Buell to a BAKER™ six speed. 2nd through 5th gear ratios are effectively the same as stock, 6th gear is a true overdrive.

Stock gear widths in 1st through 5th were retained and a beefy 6th gear was added. This was accomplished by utilizing an exclusive BAKER dog tooth design that is an industry first for American motorcycles.

OVER a 500 RPM drop in top-gear cruising RPM at 75 MPH
REDUCED vibration
IMPROVED fuel economy
REDUCED wear and tear on your engine
SMOOTHER shifting and improved neutral finding
XL6 Kits include:
6061-T6 trap door
Complete gearset including shafts and gears, less the 5th (maindrive) gear pair. Gearset is assembled to the trap door including bearings, ball bearings, thrust washers, and retainging rings.
 
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