'98 classic 1500 with 5speed would be an E1 model.
+1 on the E1 Clymer Repair manual is M471-3'98 classic 1500 with 5speed would be an E1 model.
Are you saying that the E1 has the POG, or are you suggesting to check and see if it does and if so think about replacement? Asking because I was told by the previous owner that the 4 speeds that year had POG, but 5 speeds had metal (I asked specifically about it, if he knew etc).+1 on the E1 Clymer Repair manual is M471-3
May want to check out this site http://www.gadgetjq.com/gadgetsfixitpage.htm
and search this site for POG replacement if warranted.
Yeah I had just come across that page as well, I thought I had read on this forum someone claiming that not all 98s had the POG, but I can't find it now. I was crossing my fingers that someone would confirm what I thought.
POG is the oil pump gear. Nothing to do with transmission.Crap, guess I do have the POG. He did claim that he's never had an issue with any gears which is hopefully true. I wasn't able to lay into 2nd at all .
My mistake, I thought there was a common 2nd gear issue that was somehow related to the POG. I guess that doesn't make sense though. Thanks. I tried to read up on the bike a bit before buying (I don't want to get in over my head right off the bat) but I guess I didn't do a great job.POG is the oil pump gear. Nothing to do with transmission.
Got it, yeah according to the previous owner he's never had a single issue with the transmission so hopefully I won't have any issues there.The 4-speeds do for sure. I'm replacing my chewed up gears on my '97 1500a right now. I don't think the 5-speeds had the 2nd gear problem as long as you shift like a sane person, but I could be wrong on that. It's a completely different transmission design at least, so it seems weird if it had the same 2nd gear problem.
While I was in there, I looked at my POG and it is perfectly fine. I'll definitely be replacing it though. If your POG goes bad, you have no oil pressure and your engine seizes up and pretty much fries itself. The good news is that with the Judge's oil gear, you can replace it in an afternoon without splitting the case, so it's not too horrible.
Part of me wants to just run it for this season and worry about this in the fall, but having this fail on me in the meantime would SUCK!All VN1500s had the POG until the 2000 model year.
Failure rate is only about 5-8%, which isn't a lot. But then, would you see a doctor who lost 5-8% of his patients, or fly an airline that had 5-8% plane crashes? A POG failure, as KC said, can result in a very bad outcome for the engine rather quickly, never mind leave you stranded in traffic or out in the wilds somewhere.
Excellent advice.as But for a long term reliable fix, split the case and do it right with the factory steel gear. There is a low oil pressure warning light right in front of the operator. .
Out of curiosity, is there any data on the failure of the JOG being because of the gear itself, or because they're usually a DIY install job?There is a pretty high failure rate from the JOG as well. I would not recommend anyone install a JOG just because they wanted to eliminate the POG. If the POG fails and you need a short term temporary fix, install the JOG. But for a long term reliable fix, split the case and do it right with the factory steel gear. There is a low oil pressure warning light right in front of the operator. If it comes on, shut the engine down and have the bike towed. The only damaged engines I have seen are when someone continued riding trying to get to their destination and burnt the bearings up.