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Posts by tubeworks

Home » Articles Posted by tubeworks
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18 Aug
New Product

The Yamaha YXZ Gear Reduction System is here! Watch the video.

  • February 19, 2018
  • By tubeworks
  • SxS, UTV, Yamaha, YXZ
If you have experience with the new Yamaha YXZ1000R, then you need to check out what we have for you! 33% gear reduction in all gears, new replacement 1st gear with 70% reduction and...

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Tubeworks Inc. designs and manufactures high demand drivetrain performance parts.

1506 7th St, Riverside, CA 92507
Phone: 951-784-7900

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TUBEWORKS ON INSTAGRAM
  • NOSE BEARING FAILURE:  The conversation continues… SWIPE LEFT TO SEE WHAT WE FOUND We have validated the unstable movement of any pinion cassette assembly. This axial movement became evident during development of our Integrated Oil Pump and occurs on ALL supports on the market, including our own.  We were able to measure the directional movement of the front taper roller set; it is a PROBLEM. A taper roller bearing set can be wedged further and further into the cup with more force. Typically the "preload" on a pinion cassette bearing is approximately 0.005". WHAT DID WE MEASURE?  Our 2nd image shows a target hydraulic force resulting in 0.016" axial movement towards the nose bearing, at ROOM TEMP.  Every 0.001" growth in taper radius we see over 0.004" of additional axial movement. Now consider the outer race has a few thousands press fit into the support, making it slightly smaller. Thermal expansion from 70 to 250 degrees exceeds 0.005”. This allows the outer bearing race to over-expand and let the pinion travel even further.  The primary "Large" taper roller set backing the actual pinion gear, looses contact with it's race with only 0.005" of axial movement. Now the pinion is ONLY being controlled by the front yoke bearing and the nose bearing. Any heavy side load induces pinion angle error, potentially failing the nose bearing.  Additionally, if the gear moves in 0.010" + it enters mechanical gear binding, with no room for oil or backlash.  Image 1 the pinion has traveled far enough to tear off the nose bearing retainer.  HOW DOES THIS HAPPEN? On ALL rear high pinion applications, the pinion is pulling the ring gear to drive the vehicle forward. This is primarily loading the front bearing, unlike a low pinion config. The front  taper bearing is the furthest from the oil source and develops heat, causing a spiraling failure condition.  On low pinion configs. coast side acceleration events such as (landing off-throttle while the tires accelerate the drivetrain) producing the same thrust forces as a high pinion config. Part 1 of our solution is shown in the 3rd photo. 50% more hydraulic force is applied with 1/5 the axial movement @ 0.0025" #AdvanceTheSport
  • There are many reasons why every U-joint manafacture has a "MAXIMUM OPERATING SPEED". Safety being the number one reason. The loss of drive shaft stability points right back to a potential safety issue. Every TH400 transmission turns at a 1:1 ratio in 3rd gear. If you want to run your engine to 6500 RPM in 3rd gear with a high ratio ring and pinion like a 5.80 Your drive shaft is spinning 6500 RPM, 1500 rpm past the MAXIMUM RATED speed. If you underdrive the transmission 41% and use a 4.11 ring and pinion, you get the same 5.80 final drive ratio with a drive shaft spinning at 4600 RPM, plus a large margin of safety on U-joint capacity. #underdrives #servicelife #Proven
  • Man down! Not the best way to end Wednesday. Spindle bearings started to go on our oldest Integrex. Caught it early enough where it didn't hurt anything. Hopefully will have fully rebuilt the head by Friday. 22 years old this month, and she's been rode hard. #mazak

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