Dragstar 650 shaft drive failure?

[Toutsuite]

Another clue that the 650 dragstars might be particularly susceptible to shaft gear failure was when I was looking on eBay for 2nd hand hub assemblies. Nothing under £320 from american breakers, even more expensive from uk or European sources. EBay would throw up hubs from other bikes, like the odd 1600 Vulcan etc, and those would be stupidly cheap, like £15 to £40. Even the 1100 dragstar, though more expensive than the others was still much cheaper than the 650, at about £120 to £150. So I suspect there's quite a market for the 650 hubs, whereas not much for other shaft driven bikes. Now can it be that draggie owners are more feckless than others?

[Ttaskmaster]

Another clue that the 650 dragstars might be particularly susceptible to shaft gear failure was when I was looking on eBay for 2nd hand hub assemblies.

Or perhaps a high price due to scarce stock, suggesting that they're not in high demand because they *don't* go wrong often enough to justify keeping them stocked...?

Compare this to several places I know of that have XVS650 RegRecs available - I've known a number of those go, either blowing and/or the bracket snapping off just above the single bolt that holds the whole heavy assembly right where it can bounce all its weight around...

[Toutsuite]

Or perhaps a high price due to scarce stock, suggesting that they're not in high demand because they *don't* go wrong often enough to justify keeping them stocked...?

You think breakers obey Keynesian economics? :-)

[Toutsuite]

By all means pin the topic, but let's not have it as a fault of the bike - Same as the one I found about people not cleaning behind the rubber curtain and developing dangerous rust/structural failure on the monoshock pivots.

Well perhaps that is a combination of both, as could be my case. The monoshock seating could have been designed better so that cleaning it would be less vital (though still necessary in the long run - snapping at 150k miles is better than snapping at 45k). Similarly, clearer documentation from Yamaha could alert owners to the necessity of lubing both ends of the shaft. Just checked the manual again. Nothing beyond 40,000km (except annual servicing), and just one mention of generally keeping everything lubricated. The cam chain is supposed to need replacing at about 80k miles isn't it?

My nearest Yamaha dealer won't touch the bike. Because of the aftermarket pipes, apparently. Moaned about some previous owner trying to sue him because he didn't get the fuel mixture right.

[Ttaskmaster]

You think breakers obey Keynesian economics? :-)

You think most of them even know what that is?

Those who specialise in bikes will know the sorts of parts they will sell often, just as pro thieves know what bikes are common enough to need parts too.

Well perhaps that is a combination of both, as could be my case. The monoshock seating could have been designed better so that cleaning it would be less vital (though still necessary in the long run - snapping at 150k miles is better than snapping at 45k). Similarly, clearer documentation from Yamaha could alert owners to the necessity of lubing both ends of the shaft. Just checked the manual again. Nothing beyond 40,000km (except annual servicing), and just one mention of generally keeping everything lubricated. The cam chain is supposed to need replacing at about 80k miles isn't it?

High-end design costs money. Dragstars are Harleys for budgetarily-challenged Cruiser-Boys who only do, at most, 1800 miles a year and only in dry weather.

There are cost-cuts and compromises all over it, yet it remains pretty darn hardy which is why it's such a good bike... generally.

However, it wasn't intended to last more than about 40k, which is where problems start creeping in even if you're meticulous with the thing. That's why the OM service schedule only goes that far.

The spline service requires more than just basic tools - A bike jack for one (Yam could never advocate two blokes hoiking it up by hand onto carpet-covered bricks), which is why the big stuff like that is only in workshop manuals. It's intended for mechanics to do that and make money from it, which is also why those manuals are so expensive. The fact that we can figure out how to do it is not Yam's concern either.

But regardless, I'd say it's more something to keep an eye on, rather than an actual fault or design flaw with the bike.

[Toutsuite]

However, it wasn't intended to last more than about 40k, which is where problems start creeping in even if you're meticulous with the thing. That's why the OM service schedule only goes that far.

Why shouldn't it though? The engine is fairly understressed, as a low revving v twin, as long as it's taken care of (regular servicing, good fully synth oil) it should last way longer than 40k.

[Ttaskmaster]

Why shouldn't it though? The engine is fairly understressed, as a low revving v twin, as long as it's taken care of (regular servicing, good fully synth oil) it should last way longer than 40k.

The design specs only planned in for that far, probably.

Same as how they factor in work hours, mileage and whatever else for the warranty. If they'd expected it to last longer, they'd have put that in the service schedule.

As is, splines would probably come under 'moving parts', which get done every 10k up to 40, then annually thereafter.

They also say, "The replacement of all wheel and brake-related parts, including the tires, should be left to a Yamaha dealer, who has the necessary professional knowledge and experience".

The fact that history has proven how long it *can* last has no impact on how long Yamaha design/expect it to last.