There is no movement on the rear wheel drive splines either but if they run dry they can chew themselves up. Seen that happen (Kawasaki Concours and Yamaha XS1100). On the U-joint splines greasing them is at least good corrosion protection and it doesn't hurt at all to have them lubricated. Every shaft drive motorcycle I've owned has a maintenance item to lubricate the splines. It's an easy job, especially if the rear wheel is already removed for a tire change, etc.
Thanks for the perspective. I'm propably wrong (just ask my wife), but I think someone said that for Gen 3 there was no greasing requirement for the splines. So the question is, "In the absence of a factory defined greasing interval, is greasing the splines necessary and/or a good idea anyway?"As a helicopter mechanic, I see a similar design in tail rotor drive shaft and other driven splined areas. On aircraft, greasing these splines regularly is essential to not only fight corrosion, but to prevent the splines from eating at each other. Many of these designs are meant to allow for minor variations in axial play, and I wouldn't doubt the Yamaha design to be terribly different even if the play is minuscule. Different applications require different grades and viscosities of grease. Ignoring this can cause sever damage, and over-greasing can cause an out of balance situation - on aircraft. We see a little less torque, lower RPM, etc. on the FJR, so it may not be quite as critical.
I'll do mine when it comes due, and that's good enough for me.
Not sure where you got the idea that Gen 3 doesn't need grease? See post #15 https://www.fjrforum.com/forum//index.php/topic/164563-i-broke-this-piece/?do=findComment&comment=1250583, that's a page from the Yamaha Service Manual for a 2014 FJR-1300A. It specifically specified grease on both ends when assemble the driveshaft.Thanks for the perspective. I'm propably wrong (just ask my wife), but I think someone said that for Gen 3 there was no greasing requirement for the splines. So the question is, "In the absence of a factory defined greasing interval, is greasing the splines necessary and/or a good idea anyway?"As a helicopter mechanic, I see a similar design in tail rotor drive shaft and other driven splined areas. On aircraft, greasing these splines regularly is essential to not only fight corrosion, but to prevent the splines from eating at each other. Many of these designs are meant to allow for minor variations in axial play, and I wouldn't doubt the Yamaha design to be terribly different even if the play is minuscule. Different applications require different grades and viscosities of grease. Ignoring this can cause sever damage, and over-greasing can cause an out of balance situation - on aircraft. We see a little less torque, lower RPM, etc. on the FJR, so it may not be quite as critical.
I'll do mine when it comes due, and that's good enough for me.
Is that what I said?Not sure where you got the idea that Gen 3 doesn't need grease? See post #15 https://www.fjrforum.com/forum//index.php/topic/164563-i-broke-this-piece/?do=findComment&comment=1250583, that's a page from the Yamaha Service Manual for a 2014 FJR-1300A. It specifically specified grease on both ends when assemble the driveshaft.Thanks for the perspective. I'm propably wrong (just ask my wife), but I think someone said that for Gen 3 there was no greasing requirement for the splines. So the question is, "In the absence of a factory defined greasing interval, is greasing the splines necessary and/or a good idea anyway?"As a helicopter mechanic, I see a similar design in tail rotor drive shaft and other driven splined areas. On aircraft, greasing these splines regularly is essential to not only fight corrosion, but to prevent the splines from eating at each other. Many of these designs are meant to allow for minor variations in axial play, and I wouldn't doubt the Yamaha design to be terribly different even if the play is minuscule. Different applications require different grades and viscosities of grease. Ignoring this can cause sever damage, and over-greasing can cause an out of balance situation - on aircraft. We see a little less torque, lower RPM, etc. on the FJR, so it may not be quite as critical.
I'll do mine when it comes due, and that's good enough for me.
Some people here they thought they know more than the Yamaha design engineers.
We have a winner. Over time they will rust together - and become very difficult to remove. As in try removing the u-joint from the tranny output shaft when it's rusted on. You really want to have all those splines lubricated.
