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Gear Train Tuning
The following techniques can be used to loosen up a gear train and make it
VERY easy to turn. A properly set gear train will allow you to spin the KC
dial with one finger. The first four items can be done without dropping
the front panel.
 | Loosen the brass sleeve bearings where the KC/MC shafts penetrate the
front panel. Let it center itself and move a bit if it wishes, then
retighten it. |
| Check the oldham coupler, and make sure you have a small amount of gap (at least 1/32 inch). If not, loosen on of the clamps on either side
of the coupler and adjust it until you get a reasonable gap through one entire
rotation of the KC knob (100KC). |
| Look at the 10-turn stop mechanisms on the KC/MC shaft. Move a few
of the stop tabs with your fingers. Are they loose and move easily? If
not, but some penetrating oil down in between the stop tab plates. |
| With your fingers, gently lift each of the slug racks enough to see that it moves freely, with only the spring tension holding it down. Move
the KC and MC knobs thoughout their range and watch for loss of motion and listen
for squeaks. For even better results, remove all springs. All
slug racks should drop easily into their positions when raised and
released. You'll have to rotate the KC/MC settings to allow each rack
to have full range of motion. Use Mobil One synthetic oil on the
camshaft rollers, apply synthetic grease inside camshaft roller channels and
lightly to other metal-to-metal sliding surfaces. Use talc powder
applied with a Q-tip inside the RF transformer cylinders. After
setting the slug racks back into the RF transformers, loosen all six
phillips screws on each slug rack a few turns. This allows the
adjusting plate to move, and centers the slug inside the RF transformer
cylinder. Lift the slug rack and drop it a few time (with the screws
still loose). Now gently put your finger on top of the adjusting plate
to prevent movement, and retighten the screws that secure the adjusting
plate. |
| Loosen the conical gear on the KC side of the veeder root mechanism, and adjust it to give just a little more slack between itself and the gear it
mates to. This can often be a big problem if this gear gets too tight.
If you want to check the integrity of the veeder root mechanism, back this little gear all the way away from the other gear (at some know frequency, so
you can get it back where it was), and spin the KC dial. Now the
veeder root dial does not spin. The veeder root will always add just a little
extra resistance, but it should not be much.
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