X4 3000 mile sheave service (also applicable to the X2)
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X4 3000 mile sheave service (also applicable to the X2)

This is a discussion on X4 3000 mile sheave service (also applicable to the X2) within the X2/X4 CVT, Sheaves & Wet Clutch forums, part of the Yamaha Wolverine X2 & X4 847cc SxS category; 3K miles and it's time to service the both the primary and secondary sheaves. Hopefully my experience is an isolated case, but as a precaution, ...

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Thread: X4 3000 mile sheave service (also applicable to the X2)

  1. #1
    Super Moderator MassiveOverkill's Avatar
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    X4 3000 mile sheave service (also applicable to the X2)

    3K miles and it's time to service the both the primary and secondary sheaves. Hopefully my experience is an isolated case, but as a precaution, I recommend you service/check your secondary sheave much sooner, like at 1K miles. I'm not going to go over actually servicing the primary/secondary replacing grease as it's the exact same process as on the older generations, just that everything's bigger and beefier. Todd from Hunterworks has videos on how to do this.

    I've already done a post of my mods which allow removal of the CVT cover without removing your pillar plastic or seat bracket. This holds true only for primary service. For secondary sheave service, unfortunately you still have to remove the seat bracket to get the secondary sheave off the shaft.

    https://www.wolverineforums.com/foru...tml#post228018

    Now I'm a self-proclaimed Filipino redneck, so the welding job you see here isn't pretty using my cheapie Harbor Freight welder. I welded a lugnut to the stock cam plate cover to help hold my primary in place while taking/installing the primary sheave holding nut. The metal is thin so I'd buy another cam plate cover and double them up as after so much torque it flexes.





    Pulled off the cam plate and you can see how much debris is in the sheave. The debris is greatly reduced as I've installed an air clean-out port that you can purchase through UTVEngineering.com. I blow out my primary every other week and it greatly reduces the buildup and can extend primary sheave service intervals so long as you're using grease that's better than stock, such as the red formulation many manufacturers offer.

    Videos of air cleanout port:








    Everything all cleaned up. Keep in mind that this sheave is a prototype that was hand cut and not done on a CNC machine. Frankly I think the performance of this first prototype is good enough for production (simply taking measurements for use to program the CNC machine), a testament to Michael's knowledge of sheaves. HIS VERY FIRST TRY and we hit 60 MPH.



    You can see here the rollers are making it all the way to the primary's outer endpoints by the wear marks.



    Primary fixed/moveable wear marks.



    Stock moveable on the left vs prototype on the right. You can see from the wear marks that the prototype is riding much lower = more low end torque (not like the X2/X4 needed it, but it's welcome). You can also see that it's riding further to the outer edge = the reason we're hitting 60 MPH.



    Onto the secondary sheave:

    Those of you who upgraded from a Rhino/Viking/Wolverine and think you can reuse your old tools, think again. I had to drop ~$40 on a new adjustable wrench to remove my secondary nut. You'll need something 2.146" or 54.5 mm wrench or socket to be able to remove that nut. I recommend an adjustable wrench as it doesn't take much torque to break it loose but using a hammer/chisel won't work like it did on the earlier generations (at least in my experience). If you're thinking of doing the tire trick to remove the nut, I wouldn't recommend it unless you weigh 300 lbs because the X2/X4's secondary spring is much beefier than the Rhino/Viking/Wolverine's.



    Hunterworks has redesigned their secondary spring compressor based on my feedback. Their secondary spring compressor has been beefed up to handle the X2/X4's larger spring as well as larger diameter. Here you can see the older spring compressor won't fit over the spring cup retaining nut.



    More Filipino redneck engineering. I used a cheap electrical wall plate in conjunction with a steering wheel puller to get the clearance I needed to get the nut off.



    X2/X4's secondary spring is on steroids compared to the older generation.







    Secondary face wear pattern showing we're getting good belt travel at both extremes.



    More measurements for future upgrades

    Inner spring cup diameter.



    Outer spring cup diameter.



    Now for the UGLY. This could be due to to waiting 3K miles to service the secondary, it could be due to inadequate amount of grease installed from the factory, it could be due to that grease being not up to par for the job, it could be from too much grease being installed in the shaft cavity causing the guide pins to push out under hydraulic pressure, maybe the beefier spring is somehow causing the sleeve to side-load and bind.........or all the above. One thing is for sure, I've never seen this before and my colleagues haven't either. The pins gouged the spring sleeve very badly.



    The BAD. I wasn't expecting this and didn't have a spare secondary spring sleeve to put back in so I had to reuse it. I rotated it 25 degrees so the guide pins have a better surface to ride on but nothing's preventing the sleeve from rotating to a point where the pins are back in those grooves. I'm ordering a new sleeve and guide pins ASAP. Pins aren't as bad but I'll be ordering new ones as well.



    The GOOD. The X2/X4 engine make so much damn torque across the RPM range that I didn't notice the lack of it. Obviously the secondary sheave wasn't moving in and out as efficiently as it could have. After putting everything back together I noticed the secondary back/up shifting much smoother than before. Red grease is rated to something like 500 F. If you can show me specs of Yamaha's OEM grease matching that volatility point, I'll concede to using OEM, but for me I'm going red in my Blue

    UPDATE: I forgot to take pictures of the spider cage. Make sure you check the grease or repack the bearing inside the spider cage





    UPDATE 2: I believe the problem with my spring sleeve probably contributed to my stock rollers flat-spotting:

    https://www.wolverineforums.com/foru...tml#post218409

    Continuing on with the wet clutch here:

    https://www.wolverineforums.com/foru...tml#post269820

    Here are some torque specs:

    Primary and secondary sheave retaining bolts are both 27 mm.

    Primary sheave retaining nut 184 ft-lbs
    Secondary sheave retaining nut 118 ft-lbs
    Secondary spring retaining nut 66 ft-lbs
    Wet clutch bolt 96 ft-lbs which is reverse threaded
    Last edited by MassiveOverkill; 12-29-2018 at 08:30 AM.
    PapaSkeeta, MORSNO, noload and 2 others like this.
    2018 Blue Wolverine X4
    First Wolverine X4 to break the 60 MPH barrier
    Hunterworks prototype sheave with easy cleanout port, 22 gram HV weights
    Weller Racing ECU flash
    HMF Titan Series Quiet slip-on Exhaust
    Swiss-cheesed airbox lid
    Tinkseal additives
    STI HD beadlocks wearing Tusk Terrabite 27x9x12 tires
    OEM windshield, soft cab, and roof
    OEM skid plates
    OEM rock sliders
    OEM A-arm guards
    OEM cargo box

  2. #2
    Speed Demon MNDirtRider's Avatar
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    Nice documentation @MassiveOverkill. Thanks for the look at the secondary on the new machines.
    MassiveOverkill likes this.
    2016 R-Spec EPS
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    Auxbeam a-pillar & rear work lights
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    Perfex Lift

    2012 Grizzly 700 EPS

  3. #3
    Super Moderator MassiveOverkill's Avatar
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    Quote Originally Posted by MNDirtRider View Post
    Nice documentation @MassiveOverkill. Thanks for the look at the secondary on the new machines.
    You're welcome! I haven't forgotten about your email. I'll get ya an answer tomorrow.
    2018 Blue Wolverine X4
    First Wolverine X4 to break the 60 MPH barrier
    Hunterworks prototype sheave with easy cleanout port, 22 gram HV weights
    Weller Racing ECU flash
    HMF Titan Series Quiet slip-on Exhaust
    Swiss-cheesed airbox lid
    Tinkseal additives
    STI HD beadlocks wearing Tusk Terrabite 27x9x12 tires
    OEM windshield, soft cab, and roof
    OEM skid plates
    OEM rock sliders
    OEM A-arm guards
    OEM cargo box

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  5. #4
    Super Moderator MassiveOverkill's Avatar
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    I decided to check the wet clutch as it was buggin' the crap out of me since no one as taken one apart yet

    CVT back housing removed exposing access to the wet clutch housing



    The housing came off a little easier than the previous models. I was surprised that the housing bolts loosened with very little effort. You can immediately see that the wet clutch friction shoes look in excellent condition



    Close up



    You can see that the main support bearing is now the same size as the one way bearing. On older models the main support bearing was much smaller. This should make both last much longer due to the better support that the larger main bearing offers. You can't feel the grooves in the drum.



    With 3500 miles, you can appreciate how clean the engine is, a testament to synthetic oil



    Note that the case has a horizontal split. The new housing gasket has small beads of silicon integrated into it near the housing parts for better sealing in those areas.

    Slapped her back together and she should be good for at least another 4K miles if not more.
    Last edited by MassiveOverkill; 08-21-2018 at 10:07 PM.
    MNDirtRider, TINKEN and monksblood like this.
    2018 Blue Wolverine X4
    First Wolverine X4 to break the 60 MPH barrier
    Hunterworks prototype sheave with easy cleanout port, 22 gram HV weights
    Weller Racing ECU flash
    HMF Titan Series Quiet slip-on Exhaust
    Swiss-cheesed airbox lid
    Tinkseal additives
    STI HD beadlocks wearing Tusk Terrabite 27x9x12 tires
    OEM windshield, soft cab, and roof
    OEM skid plates
    OEM rock sliders
    OEM A-arm guards
    OEM cargo box

  6. #5
    Speed Demon MNDirtRider's Avatar
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    Looks like things are in great shape - especially with 3K miles.
    2016 R-Spec EPS
    Superwinch Terra 4500 Synthetic
    KFI Winch Plate
    STI HD3 wheels with 27" CST Clinchers
    Super ATV Flip Windshield
    YXZ Steering Wheel
    Yamaha Rear Window
    Yamaha Accessory Mount Bar
    Sirius Pro 20" light bar
    Auxbeam a-pillar & rear work lights
    Blue Sea Fuse Block
    Rad guards
    Perfex Lift

    2012 Grizzly 700 EPS

  7. #6
    Super Moderator MassiveOverkill's Avatar
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    I updated the OP as well as the wet clutch post
    2018 Blue Wolverine X4
    First Wolverine X4 to break the 60 MPH barrier
    Hunterworks prototype sheave with easy cleanout port, 22 gram HV weights
    Weller Racing ECU flash
    HMF Titan Series Quiet slip-on Exhaust
    Swiss-cheesed airbox lid
    Tinkseal additives
    STI HD beadlocks wearing Tusk Terrabite 27x9x12 tires
    OEM windshield, soft cab, and roof
    OEM skid plates
    OEM rock sliders
    OEM A-arm guards
    OEM cargo box

  8. #7
    Far from stock Atcdan13's Avatar
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    I don't have an X4 but I found myself reading your whole write up. Nice work and very detailed pics.
    MassiveOverkill likes this.
    2016 Rspec. Probably everything EMP makes.
    28x10x14 ITP Blackwaters 14" ITP Hurricane's, Spare tire
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    TGM/Konstruktor doors. Lots of lighting. Turn Signals. Horn
    Power Commander. YXZ Wheel. Chupacabra side mirrors
    Hunterworks green spring, 16gr weights, Sheave and slug kit
    HMF Titan QS. FDI concepts headlights/halos

  9. #8
    Super Moderator MassiveOverkill's Avatar
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    So the new spring cup should be here in a couple days and we'll see if the scoring happens again. I'll have to verify this once I have my secondary back apart but the scoring is happening when the secondary is open, i.e. high speed running, which is when spring pressure is at its greatest.

    Need more data so my fellow X2/X4 owners, especially those of you on a stock clutch that do high speed runs, put those miles on so we can see what shape your secondaries are in
    2018 Blue Wolverine X4
    First Wolverine X4 to break the 60 MPH barrier
    Hunterworks prototype sheave with easy cleanout port, 22 gram HV weights
    Weller Racing ECU flash
    HMF Titan Series Quiet slip-on Exhaust
    Swiss-cheesed airbox lid
    Tinkseal additives
    STI HD beadlocks wearing Tusk Terrabite 27x9x12 tires
    OEM windshield, soft cab, and roof
    OEM skid plates
    OEM rock sliders
    OEM A-arm guards
    OEM cargo box

  10. #9
    Super Moderator MassiveOverkill's Avatar
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    Thanks to The General for this info as I know some are looking for it.

    Primary sheave retaining nut is normal thread and torque spec is 184 ft-lbs
    Secondary sheave retaining nut is also normal thread and torque spec is 118 ft-lbs
    2018 Blue Wolverine X4
    First Wolverine X4 to break the 60 MPH barrier
    Hunterworks prototype sheave with easy cleanout port, 22 gram HV weights
    Weller Racing ECU flash
    HMF Titan Series Quiet slip-on Exhaust
    Swiss-cheesed airbox lid
    Tinkseal additives
    STI HD beadlocks wearing Tusk Terrabite 27x9x12 tires
    OEM windshield, soft cab, and roof
    OEM skid plates
    OEM rock sliders
    OEM A-arm guards
    OEM cargo box

  11. #10
    Slow Poke johnl147's Avatar
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    Took mine apart to put the oem big tire weights in and it looked like this! 365miles. Found a broken o-ring that was on the clutch with the grease. O-ring only went maybe half way around. Guess it spun it all out. Found a small groove on the outside of the face of one of the plates also. Prob going to get a new o-ring clean it all real good and see how it does.
    TINKEN likes this.

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