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H2 Belt Testing

Cornell Customs LLC

Cornell Customs LLC

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Here are details on different belts for the Teryx H2.
The longer G-Boost belt several are selling and recommending is 1 1/8” longer than the factory H2 belt which gives you some gear reduction but the secondary id now fully closed and the belt is not quite as tight (not really an issue with a center bearing primary clutch)
The OEM KRX belt is 49” long which is 3/8” longer than the G- Boost and 1.5” longer than the OEM H2 belt, with the stock secondary the belt is loose but with our secondary modifications the belt is tight with no deflection and gives even more low end gear reduction than the G-Boost belt.
We are still testing and seeing how the OEM KRX belt holds up on the H2 and we may try to develop an even longer belt to get as much gear reduction as possible for the rock crawlers.

 
Seems the Kawasaki H2 needs more than just belts. Having primary & secondary clutches blowing apart is a big concern. Still confused why Kawi did not put cooling fins on the secondary. It would help pull more air through, but also transfers and dissipates the heat.
 
So far in the dunes I am finding neither the OEM belt or G-boost belt last much longer than the other.
 
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I haven't been able to get a question answered on how the Kawi CVT gauge measures belt temp
Is it temperature inside the clutch housing or an actual belt reading like the Razorback?
 
185EZ said:
I haven't been able to get a question answered on how the Kawi CVT gauge measures belt temp
Is it temperature inside the clutch housing or an actual belt reading like the Razorback?
Click to expand...
It reads the air temp as it’s exiting the clutch housing.
 
I will be putting on a razorback gauge that measures the actual belt temp.
Be curious how it compares to their graph style reading.
I saw one video where they stopped when the graph got into the red. I bet the actual belt temp was already too high.
 
185EZ said:
I will be putting on a razorback gauge that measures the actual belt temp.
Be curious how it compares to their graph style reading.
I saw one video where they stopped when the graph got into the red. I bet the actual belt temp was already too high.
Click to expand...

I have seen it get into what is pinkish red and still had way more to go. When it hit that mark I slowed down and it took a bit for the temp to drop. I will have to look for the sensor and see where they placed it. Measuring the exit air is useless.
 
Here is the belt temp sensor on the CVT exhaust.
IMG_5559.webp


Go to around minute 7 in the video and watch them talk about the CVT system.
 
Great news. Thanks for doing the leg work on this.
 
Sand Shark said:
I looked at my car last night and saw the sensor was in the exit tube. Also notice how all the inlet airflow is going to the primary when he shows the inner clutch cover.
Click to expand...
Correct it does not have a dedicated air inlet for the secondary clutch. But the air pulled in from the primary does go past and around the secondary as that’s where the outlet is. But with this cars HP, known clutch slippage and without the secondary having any direct cooling and no fins to move air and dissipate heat, the secondary is probably getting way to hot as you have said when you felt it.
 
Nikal said:
Correct it does not have a dedicated air inlet for the secondary clutch. But the air pulled in from the primary does go past and around the secondary as that’s where the outlet is. But with this cars HP, known clutch slippage and without the secondary having any direct cooling and no fins to move air and dissipate heat, the secondary is probably getting way to hot as you have said when you felt it.
Click to expand...

Kawi has an air diverter that is in between the primary and secondary. It seems to be blocking the primary fins from directly throwing air onto the secondary. Looks like it can be removed. If so I may remove it and see what happens.
 
Sand Shark said:
Kawi has an air diverter that is in between the primary and secondary. It seems to be blocking the primary fins from directly throwing air onto the secondary. Looks like it can be removed. If so I may remove it and see what happens.
Click to expand...
Look at it closely when you get the clutch off. I don’t think it’s a primary/secondary divider, as it’s more of a air diverter to keep the air being pulled in and pushed a certain direction counter clockwise forward around the primary, then down towards the bottom of the secondary which then pulls it up and out the exhaust. Without that shield the rotation of the primary might slam air flowing up the backside of the primary to collide with the fresh air coming in and cause the “Speed UTV” buffering effect I preached for 4 1/2 years.

It could be that a second inlet behind the secondary should have been designed in so the cool air is circulating 360 degrees around the secondary clutch just as it would be around the primary clutch. Right now it’s around 180 degrees of flow, as the air flows way from the primary along the bottom of the CVT cover and up and round the secondary and exits the housing at 12 o’clock.

This would explain when you said the secondary clutch was substantially hotter than the primary clutch.
 
Nikal said:
Look at it closely when you get the clutch off. I don’t think it’s a primary/secondary divider, as it’s more of a air diverter to keep the air being pulled in and pushed a certain direction counter clockwise forward around the primary, then down towards the bottom of the secondary which then pulls it up and out the exhaust. Without that shield the rotation of the primary might slam air flowing up the backside of the primary to collide with the fresh air coming in and cause the “Speed UTV” buffering effect I preached for 4 1/2 years.

It could be that a second inlet behind the secondary should have been designed in so the cool air is circulating 360 degrees around the secondary clutch just as it would be around the primary clutch. Right now it’s around 180 degrees of flow, as the air flows way from the primary along the bottom of the CVT cover and up and round the secondary and exits the housing at 12 o’clock.

This would explain when you said the secondary clutch was substantially hotter than the primary clutch.
Click to expand...

It is called an air diverter in the parts diagram. Another inlet onto the secondary would likely solve the problem.
Or maybe just some fins on the secondary catching the air from the bottom and circulating it around the secondary before it goes out the exhaust.
 
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