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DR350 Primary drive nut stripped

Take it to a machine shop that has metric dies if you can find one. They can quickly guage the threads. Don't know where you are but in the US it probably won't be easy to find one that has a left hand metric die that large so you might have to buy one yourself. Have them "chase" the threads with the correct die. Buy a new nut. Observe proper torque when you reassemble. Use some oil-resistant removable thread locker (NOT red loctite!) and keep your fingers crossed.

Revising....

So I've been thinking about this a bit more. Here are some other things you might want to try before taking it to a machine shop.

The crankshaft is a hardened piece and should be much harder than the nut so it may be that what you think are damaged treads on the crankshaft are actually just fragments of the damaged nut. I would suggest that you examine the threads on the crankshaft closely with magnification as it is entirely possible that you could use a thread cleaning file to remove fragments of the nut and get by without chasing the threads. That is still preferable but I think it will be hard to find a shop with the correct left hand thread die. Obviously you still need a new nut and be very careful to observe proper torque when tightening.

Oh, and you NEED a workshop manual to work on this bike. Check thisoldtractor.com for a free downloadable manual.

Thanks for the thoughts. I'm gonna buy a die for it and chase the threads just to be sure. I'm gonna measure the major diameter of the threads but I'm just not sure about the pitch.

I was downloading the free manual as I was stripping the nut...IRONY!!!

Anyone else have any idea what thread the primary drive nut is?

Thanks for you help.

Mystery solved! Hope this helps others.

I ordered the nut ($5) from my local Suzuki shop. Once it arrived I measured the thread per my machinist handbook using thread gauges and calipers from work.

The nut has a Left Handed 18mm x 1.5mm thread.

I found a die online with this thread for $30. I ordered it. It should be here next week. I plan to chase the threads with the die then install the nut with thread locker and hope for the best.

Has anyone tried to install a locking washer with a bent tab on this nut, similar to the one on the clutch nut? Seems like that would fix the loose nut issue. Of course we would have to locate the correct washer for the task that fits the keyway. probably too much to ask.

Oh, during my research I learned from Babbits that the nut that I stripped is used on a lot of vehicles.

See below.

- 1987 Quad Runner (LT-4WD) - CLUTCH
- 1987 Quad Runner (LT230E) - CLUTCH
- 1988 Quad Runner (LT-4WD) - CLUTCH
- 1988 Quad Runner (LT-F250) - CLUTCH
- 1988 Quad Runner (LT230E) - CLUTCH
- 1989 Quad Runner (LT-4WD) - CLUTCH
- 1989 Quad Runner (LT-F250) - CLUTCH
- 1989 Quad Runner (LT160E) - CLUTCH
- 1989 Quad Runner (LT230E) - CLUTCH
- 1990 DR250 - CRANKSHAFT
- 1990 DR250SE - CRANKSHAFT (MODEL L/M/N)
- 1990 DR250SE - CRANKSHAFT (MODEL P/R/S)
- 1990 DR350 - CRANKSHAFT
- 1990 DR350SE - CRANKSHAFT
- 1990 Quad Runner (LT-4WD) - CLUTCH
- 1990 Quad Runner (LT-F250) - CLUTCH
- 1990 Quad Runner (LT160E) - CLUTCH
- 1990 Quad Runner (LT230E) - CLUTCH
- 1991 DR250 - CRANKSHAFT
- 1991 DR250SE - CRANKSHAFT (MODEL L/M/N)
- 1991 DR250SE - CRANKSHAFT (MODEL P/R/S)
- 1991 DR350 - CRANKSHAFT
- 1991 DR350SE - CRANKSHAFT
- 1991 King Quad (LT-F4WDX) - CLUTCH
- 1991 Quad Runner (LT-4WD) - CLUTCH
- 1991 Quad Runner (LT-F160) - CLUTCH
- 1991 Quad Runner (LT-F250) - CLUTCH
- 1991 Quad Runner (LT160E) - CLUTCH
- 1991 Quad Runner (LT230E) - CLUTCH
- 1992 DR250 - CRANKSHAFT
- 1992 DR250SE - CRANKSHAFT (MODEL L/M/N)
- 1992 DR250SE - CRANKSHAFT (MODEL P/R/S)
- 1992 DR350 - CRANKSHAFT
- 1992 DR350SE - CRANKSHAFT
- 1992 King Quad (LT-F4WDX) - CLUTCH
- 1992 Quad Runner (LT-4WD) - CLUTCH
- 1992 Quad Runner (LT-F160) - CLUTCH
- 1992 Quad Runner (LT-F250) - CLUTCH
- 1992 Quad Runner (LT160E) - CLUTCH
- 1992 Quad Runner (LT230E) - CLUTCH
- 1993 DR250 - CRANKSHAFT
- 1993 DR250SE - CRANKSHAFT (MODEL L/M/N)
- 1993 DR250SE - CRANKSHAFT (MODEL P/R/S)
- 1993 DR350 - CRANKSHAFT
- 1993 DR350SE - CRANKSHAFT
- 1993 King Quad (LT-F4WDX) - CLUTCH
- 1993 Quad Runner (LT-4WD) - CLUTCH
- 1993 Quad Runner (LT-F160) - CLUTCH
- 1993 Quad Runner (LT-F250) - CLUTCH
- 1993 Quad Runner (LT230E) - CLUTCH
- 1994 DR250SE - CRANKSHAFT (MODEL L/M/N)
- 1994 DR250SE - CRANKSHAFT (MODEL P/R/S)
- 1994 DR350 - CRANKSHAFT
- 1994 DR350SE - CRANKSHAFT
- 1994 King Quad (LT-F4WDX) - CLUTCH
- 1994 Quad Runner (LT-4WD) - CLUTCH
- 1994 Quad Runner (LT-F160) - CLUTCH
- 1994 Quad Runner (LT-F250) - CLUTCH
- 1995 DR250SE - CRANKSHAFT (MODEL L/M/N)
- 1995 DR250SE - CRANKSHAFT (MODEL P/R/S)
- 1995 DR350 - CRANKSHAFT
- 1995 DR350SE - CRANKSHAFT
- 1995 King Quad (LT-F4WDX) - CLUTCH
- 1995 Quad Runner (LT-4WD) - CLUTCH
- 1995 Quad Runner (LT-F160) - CLUTCH
- 1995 Quad Runner (LT-F250) - CLUTCH
- 1996 DR350 - CRANKSHAFT
- 1996 DR350SE - CRANKSHAFT
- 1996 King Quad (LT-F4WDX) - CLUTCH
- 1996 Quad Runner (LT-4WD) - CLUTCH
- 1996 Quad Runner (LT-F160) - CLUTCH
- 1996 Quad Runner (LT-F250) - CLUTCH
- 1997 DR350 - CRANKSHAFT
- 1997 DR350SE - CRANKSHAFT
- 1997 King Quad (LT-F4WDX) - CLUTCH
- 1997 Quad Runner (LT-F160) - CLUTCH
- 1997 Quad Runner (LT-F250) - CLUTCH
- 1997 Quad Runner (LT-F4WD) - CLUTCH
- 1998 DR350 - CRANKSHAFT
- 1998 DR350SE - CRANKSHAFT
- 1998 King Quad (LT-F4WDX) - CLUTCH
- 1998 Quad Runner (LT-F160) - CLUTCH
- 1998 Quad Runner (LT-F250) - CLUTCH
- 1998 Quad Runner (LT-F4WD) - CLUTCH
- 1999 DR350 - CRANKSHAFT
- 1999 DR350SE - CRANKSHAFT
- 1999 KingQuad 4WD (LT-F300F) - CLUTCH
- 1999 Quad Runner (LT-F160) - CLUTCH
- 1999 Quad Runner 2WD (LT-F250) - CLUTCH
- 1999 Quad Runner 4WD (LT-F250F) - CLUTCH
- 2000 DR-Z400 - CRANKSHAFT (MODEL Y)
- 2000 DR-Z400 - CRANKSHAFT (MODEL K1/K2/K3/K4)
- 2000 DR-Z400E - CRANKSHAFT (MODEL Y)
- 2000 DR-Z400E - CRANKSHAFT (MODEL K1/K2/K3/K4)
- 2000 DR-Z400S - CRANKSHAFT
- 2000 KingQuad 4WD (LT-F300F) - CLUTCH
- 2000 Quad Runner (LT-F160) - CLUTCH
- 2000 Quad Runner 2WD (LT-F250) - CLUTCH
- 2000 Quad Runner 4WD (LT-F250F) - CLUTCH
- 2001 DR-Z400 - CRANKSHAFT (MODEL Y)
- 2001 DR-Z400 - CRANKSHAFT (MODEL K1/K2/K3/K4)
- 2001 DR-Z400E - CRANKSHAFT (MODEL Y)
- 2001 DR-Z400E - CRANKSHAFT (MODEL K1/K2/K3/K4)
- 2001 DR-Z400S - CRANKSHAFT
- 2001 KingQuad 4WD (LT-F300F) - CLUTCH
- 2001 Quad Runner (LT-F160) - CLUTCH
- 2001 Quad Runner 2WD (LT-F250) - CLUTCH
- 2001 Quad Runner 4WD (LT-F250F) - CLUTCH
- 2002 DR-Z400 - CRANKSHAFT (MODEL Y)
- 2002 DR-Z400 - CRANKSHAFT (MODEL K1/K2/K3/K4)
- 2002 DR-Z400E - CRANKSHAFT (MODEL Y)
- 2002 DR-Z400E - CRANKSHAFT (MODEL K1/K2/K3/K4)
- 2002 DR-Z400S - CRANKSHAFT
- 2002 KingQuad 4WD (LT-F300F) - CLUTCH
- 2002 Ozark (LT-F250) - CLUTCH (MODEL K5/K6)
- 2002 Ozark (LT-F250) - CLUTCH (MODEL K3)
- 2002 Ozark (LT-F250) - CLUTCH (MODEL K2)
- 2002 Ozark (LT-F250) - CLUTCH (MODEL K4)
- 2002 Quad Runner 4WD (LT-F250F) - CLUTCH
- 2003 DR-Z400 - CRANKSHAFT (MODEL Y)
- 2003 DR-Z400 - CRANKSHAFT (MODEL K1/K2/K3/K4)
- 2003 DR-Z400E - CRANKSHAFT (MODEL Y)
- 2003 DR-Z400E - CRANKSHAFT (MODEL K1/K2/K3/K4)
- 2003 DR-Z400S - CRANKSHAFT
- 2003 Ozark (LT-F250) - CLUTCH (MODEL K5/K6)
- 2003 Ozark (LT-F250) - CLUTCH (MODEL K3)
- 2003 Ozark (LT-F250) - CLUTCH (MODEL K2)
- 2003 Ozark (LT-F250) - CLUTCH (MODEL K4)
- 2003 QUAD RUNNER (LT160) - CLUTCH
- 2003 QuadSport (LT-Z400) - CRANKSHAFT
- 2003 QuadSport (LT-Z400Z) - CRANKSHAFT
- 2004 DR-Z400 - CRANKSHAFT (MODEL Y)
- 2004 DR-Z400 - CRANKSHAFT (MODEL K1/K2/K3/K4)
- 2004 DR-Z400E - CRANKSHAFT (MODEL Y)
- 2004 DR-Z400E - CRANKSHAFT (MODEL K1/K2/K3/K4)
- 2004 DR-Z400S - CRANKSHAFT
- 2004 Ozark (LT-F250) - CLUTCH (MODEL K5/K6)
- 2004 Ozark (LT-F250) - CLUTCH (MODEL K3)
- 2004 Ozark (LT-F250) - CLUTCH (MODEL K2)
- 2004 Ozark (LT-F250) - CLUTCH (MODEL K4)
- 2004 QUAD RUNNER (LT160) - CLUTCH
- 2004 QuadSport (LT-Z250) - CLUTCH
- 2004 QuadSport (LT-Z400) - CRANKSHAFT
- 2004 QuadSport (LT-Z400Z) - CRANKSHAFT
- 2005 DR-Z400E - CRANKSHAFT
- 2005 DR-Z400S - CRANKSHAFT
- 2005 DR-Z400SM - CRANKSHAFT
- 2005 Ozark (LT-F250) - CLUTCH (MODEL K5/K6)
- 2005 Ozark (LT-F250) - CLUTCH (MODEL K4)
- 2005 Ozark (LT-F250) - CLUTCH (MODEL K2)
- 2005 Ozark (LT-F250) - CLUTCH (MODEL K3)
- 2005 QuadSport (LT-Z250) - CLUTCH
- 2005 QuadSport (LT-Z400) - CRANKSHAFT
- 2005 QuadSport (LT-Z400Z) - CRANKSHAFT
- 2006 DR-Z400E - CRANKSHAFT
- 2006 DR-Z400S - CRANKSHAFT
- 2006 DR-Z400SM - CRANKSHAFT
- 2006 Ozark (LT-F250) - CLUTCH (MODEL K5/K6)
- 2006 Ozark (LT-F250) - CLUTCH (MODEL K2)
- 2006 Ozark (LT-F250) - CLUTCH (MODEL K3)
- 2006 Ozark (LT-F250) - CLUTCH (MODEL K4)
- 2006 QuadRacer (LT-R450) - CRANKSHAFT
- 2006 QuadRacer (LT-R450Z) - CRANKSHAFT
- 2006 QuadSport (LT-Z250) - CLUTCH
- 2006 QuadSport (LT-Z400) - CRANKSHAFT
- 2006 QuadSport (LT-Z400Z) - CRANKSHAFT
- 2007 DR-Z400E - CRANKSHAFT
- 2007 DR-Z400S - CRANKSHAFT
- 2007 DR-Z400SM - CRANKSHAFT
- 2007 Ozark (LT-F250) - CLUTCH
- 2007 QuadRacer (LT-R450) - CRANKSHAFT
- 2007 QuadRacer (LT-R450Z) - CRANKSHAFT
- 2007 QuadSport (LT-Z250) - CLUTCH
- 2007 QuadSport (LT-Z400) - CRANKSHAFT
- 2007 QuadSport (LT-Z400Z) - CRANKSHAFT
- 2008 DR-Z400S - CRANKSHAFT
- 2008 DR-Z400SM - CRANKSHAFT
- 2008 Ozark (LT-F250) - CLUTCH
- 2008 QuadRacer (LT-R450) - CRANKSHAFT
- 2008 QuadRacer (LT-R450Z) - CRANKSHAFT
- 2008 QuadSport (LT-Z250) - CLUTCH
- 2008 QuadSport (LT-Z400) - CRANKSHAFT
- 2008 QuadSport (LT-Z400Z) - CRANKSHAFT
- 2009 DR-Z400S - CRANKSHAFT
- 2009 DR-Z400SM - CRANKSHAFT
- 2009 Ozark (LT-F250) - CLUTCH
- 2009 QuadRacer (LT-R450) - CRANKSHAFT
- 2009 QuadRacer (LT-R450Z) - CRANKSHAFT
- 2009 QuadSport (LT-Z250) - CLUTCH
- 2009 QuadSport (LT-Z400) - CRANKSHAFT
- 2009 QuadSport (LT-Z400Z) - CRANKSHAFT
- 2011 DR-Z400S - CRANKSHAFT
- 2012 DR-Z400S - CRANKSHAFT
- 2012 LT-Z400 - CRANKSHAFT
- 2012 LT-Z400Z - CRANKSHAFT
- 2012 Ozark (LT-F250) - CLUTCH

Interesting thought but don't the locking washers on dr clutch shaft as well as the one found on the drz drive sprocket nut fit on a splined shaft? I would think that such a thin washer fitting in just a key way might not be as effective. It would be nice to not have to tear into a brand new motorcycle and lock tight the primary nut though, case in point drz400.

Yeah I know...

I was just thinking that it would be an extra layer of protection along with the thread locker.

I'm gonna check into it.

Update:

I finally got around to fixing my DR. The die worked great and I was able to torque the nut after adding loctitie. The threads cleaned up and looked great.

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Yeah, I stripped it with an impact.

I didn't know that it was a left handed thread. Most of the damage is done to the nut, and my ego.

Surely I'm not the first person to do this, so what is the fix?

I can buy a replacement nut, and it looks like I could re-thread the crank if I knew what metric thread it was.

Does anyone know what thread it is?

Any other help would be greatly appreciated.

Thanks,

Jeff

1993 DR350 (dirt)