I started up the engine to get the shaft spinning and held a hack saw just outside of the outer sprocket to cut a groove in the shaft so I could use a C-clip to keep the outer sprocket in place. You can see in the last picture where I have the engine cover off I have the shaft trimmed down. That picture was taken before I chopped the excess off the end of it and I just had the left side of the engine apart in that picture just to put new seals on everything. Sorry for the confusion on that one picture with the long key shaft. I show it in one of the the videos above how the jack shaft is put together and I will show how the jackshaft gears works on the next video. The inner pillow block is bolted inside the frame. Then the outer sprocket on the jack shaft outside of the pillow block drives the rear sprocket. The original drive sprocket on the engine is connected to the inner sprocket on the jack shaft between the body and the outer pillow block that is connected to the swing arm. I didn't have to do anything to the engine itself. Thanks! Ya, the nice thing about having the jack shaft doubling as the swing arm pivot point is zero chain tension change when the swing arm pivots. Impressed with the solution you have engineered for the swingarm pivot/ jack shaft arrangement, nice. Wondered what the extra length of shaft is outwards from the sprocket. The ATM125M was significantly revised for the 1986 model year, and thought it continued to use the ATC125M designation, this model was significantly changed from the previous iteration, and can be recognized as a new machine more closely akin to the ATC200 line.Have you had to move the original drive sprocket (on the engines output shaft) inwards? Sometime in early 1968, Honda special-vehicle engineer Osamu Tak Takeuchi sat in a cluttered R&D. This model was sold concurrently with the ATC110, and continued the use of the Horizontal engine with 4-speed, dual-range Auto-Clutch transmission. Hondas Billion-Dollar Baby: The ATC90 ATV. The newest model, in recognition of the 124cc displacement, was designated the ATC125M. The fourth evolution of the US90 would continue the previous trend of an increase in engine size, but also included the addition of Electric start. Despite fifteen years in the market, the US90 was continually developed and improved, receiving incremental changes yearly, and four significant updates, maintaining its relevance until 1985.Ĥth Generation ATC125M (1984-1985) In 1985, this machine was phased out for the more contemporary 2nd generation Honda ATC125M. The ATC90’s horizontally positioned engine grew to 105cc in 1979, when it was then marketed under the ATC110 designation. This led to Honda developing traditional Tire-on-Wheel designs in 1974, a feature continued on All-Terrain-Vehicles to this day.ģrd Generation ATC110 (1979-1985) For all the benefits, the tires proved to be fragile in rougher terrain, and expensive to replace. Cushioning for the rider was provided by the low-pressure hubless tires, which also provided a low-impact impression on the environments it traverses. The US90 had been designed without suspension, which would be common place on ATC’s for the first decade. The ATC prefix would be used for all Honda Three-Wheeled-Vehicles until production ceased in 1987, and become a universal epithet for other manufacturers three-wheeled machines.Ģnd Generation ATC90 (1974-1978) The designation was then changed to ATC90. The US90 designation was used until 1973, when Honda successfully trademarked the moniker ‘All Terrain Cycle’. The Initial US90 was offered at $595 in 1970, and featured an 89cc engine producing 7 hp.
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