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Discussion Starter · #1 ·
Bought a 2015 Crew back around Sept.

No complaints really except for one thing. This thing has been a PITA on grinding gears since the get-go. Basically, it shifts fine through Reverse, Neutral, Low, then High on the shifter far as feeling goes in the cab. But it has hell with Reverse and Low. If you go to High it never grinds. Reverse and Low seem to give trouble about 50% of the time. best fix I have is if i am in Park or Neutral, i bump the throttle and right before it revs down to idle again if i switch into Reverse or low it seems to fall in 90% of the time.

Hows everyone else going on this. Its a pain for me and the biggest problem is if someone drives it that isn't me. They put it in Reverse or Low and hit the throttle and it grinds like hell till the idle comes back down and then it goes in. Very much a disappointment...

I haven't taken it in yet but plan on calling here when i get a moment as i have a 4yr warranty so im not really worried but feel there should be a fix...

is this hurting anything major as long as im being easy on it....
 

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Very very common issue...clutch work will fix it...i haven't heard of anyone that installed a clutch kit that didn't resolve the issue...

Many folks have taken it back to dealer for the issue but i havent heard any success stories yet :(..... I bet a belt that is a smidgen shorter would fix it too....
 

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Discussion Starter · #5 ·
The idle seems fine, I can put it in gear either L or R and it pops in. But when I give it gas, that's when it tells me its not in gear as it starts grinding. I immediately let off the gas or put it in neutral.

It I pop the throttle and then put it in gear a couple hundred RPM before it falls back to idle you hear a minute click back there which is it falling in gear and it works fine then.

When Im sitting at idle not moving, and put the shifter in low or Reverse, its just not going in.
 

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Mine and both of my friends that have ranger 900's have the same issue. I've just gotten in the habit a long time ago to blip the throttle a little bit when I change gears to make sure it's locked in. My 800 had a more definite feel in the shifter. Seems like they made these smoother to shift but the side effect is a sloppy shift.
 

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Mine and both of my friends that have ranger 900's have the same issue. I've just gotten in the habit a long time ago to blip the throttle a little bit when I change gears to make sure it's locked in. My 800 had a more definite feel in the shifter. Seems like they made these smoother to shift but the side effect is a sloppy shift.
Same issue here. I was thinking the linkage was out of adjustment but it doesn't sound like it. Even when the shifter is in the right spot it typically doesn't hit reverse just right.
 

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The grinding is done by the large by the engagement dogs that engage the gears. You can see in the picture they are pretty large and the lead in ramps "should prevent" damage. As others have said, clutch engagement (higher rpm engagement) is the factor here. Mine has seemingly went away since the install of the DDP clutch kit, well before the chain broke anyway.

 

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Higher rpm engagement of the primary will only make the gears grind more aggressively...

If you take your clutch cover off and watch your secondary while idling in neutral you'll notice the secondary spinning gently with the DDP kit installed, that is what made the grinding go away...

It should be spinning so gently that you could easily stop it by hand, if it is spinning too rapidly it will make it difficult to move the shift lever between gears...
 

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Ok let me try this again, first off, no gears are grinding, the gears are in a fixed position, if you will look at the pic I posted, only the yoke slides with the shift fork and engages each gear by the large dogs. The DDP has a HIGHER engagement RPM, NOT LOWER which allows the secondary to not turn to turn very little, as you stated, if it is turning "gently" your 1 way bearing is bad. (Stock is around 1500 rpm, the DDP is closer to 1800 rpm) The other thing that would make the dogs grind would be a bad one way bearing on the primary.
 

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Mine did this intermittently when I first bought it. After the QSC clutch kit it hasn't done it since.
 

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I think we are talking 2 different things...

No one said the ddp had a lower engagement...i said it isnt the higher engagement that is resolving the grinding....

If you want to test, find someone with a stock setup, remove the cover, put the ranger in neutral and start it, then shift into gear, go spin the secondary forward, then hit the gas and see if it grinds...
 

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When you install a DDP kit, you do not change the 1 way bearing on the primary, the only thing you change is the secondary, which stays engaged all the time, (even the factory polaris one) and the primary weights, which affect.............................................................wait for it......................................................................primary engagement RPM.
 

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Why yes I think you did.
Geez oh Pete buddy are we even speaking the same language?....

That does not say the DDP kid has a lower engagement....

That is a response to your comment that the higher engagement is what is solving the problem, it is not what is solving the problem
 

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When you install a DDP kit, you do not change the 1 way bearing on the primary, the only thing you change is the secondary, which stays engaged all the time, (even the factory polaris one) and the primary weights, which affect.............................................................wait for it......................................................................primary engagement RPM.
Wow thanks for enlightening all of us ,.....genius....

Go visit my first comment, The grinding stop because you swapped out the POS stock secondary not because you increased engagement RPM
 

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Also the belt rides in the same base circle on the DDP secondary as the OEM, so the new secondary did not decrease belt tension, so please enlighten me as to how the secondary fixed the grinding?
 
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