I installed the clutch kit yesterday evening. It was easy-peasy.
Steps:
1. Remove rear driver side tire, plastic fender well (two pushpins & three 10mm socket-head bolts outside and one 8mm-SH bolt inside on bottom).
2. Remove gas tank vent canister (two 10mm SH bolts on bracket) for impact gun clearance. No need to disconnect the hoses.
3. Remove CVT cover (Eight 10mm SH bolts or thereabouts))
4. Remove drive clutch pulley bolt (19mm SH size). This is reverse thread, and threads through two pulley threads separated by a couple of inches. Remove nut underneath (30mm) Reverse thread as well. Pull off outer assembly making sure the spring and the two washers (steel and delrin) don't fly. Take cap off, clean parts, push out old and install new weights into sliders. (My OEMs were 20 grams. The replacements were 18 grams) I used new sliders and rubbed a dry moly lubricant (powder) on the slider housings' outside.
5. Remove driven clutch pulley assembly along with belt (32mm SH nut - standard thread direction). Use disassembly tool to disassemble. Reclock to B3. Reassemble and reinstall over splined shaft with belt on. Thread the nut on with blue Loctite. I torqued to ~80 ft/lbs.
6. Fight with new belt while rotating over and onto the spring cup and then home onto the drive pulley bearing.
7. Slip on the new thicker and shorter spring into the cup, and then the drive clutch assembly. (if the washers flew off, they're installed metal first, then delrin) Compress the spring hard to make sure to seat the octagonal cover opening onto the octagonal shaft area, hold while threading the nut on (reverse thread) with blue Loctite. I torqued to ~45 ft/lbs. Thread cap bolt on with blue Loctite (reverse thread). I torqued that to ~35 ft/lbs.
8. Reinstall cover, tank vent canister, fender well and tire.
9. Take the machine for a burn!
My results were pleasantly noticeable. In high range, the engagement was at a lower RPM and smoother. The engine was able to achieve powerband RPM quicker, increasing acceleration rate. With the shocks cranked to the highest setting, the machine really squatted when I punched it. I hit the rev limiter at 58 mph in a much shorter distance than before. I had previously calibrated my speedo with a GPS for the 30" tires, and I lost only a few MPH at the top end, which is irrelevant to me. In low range the herky-jerky was extremely reduced, and the throttle engagement is more sure while putzing around. I'm going to take it up the mountain on my skidder trails today to put it through some technical situations.
Overall, I'm really pleased with the performance gains where I need them. Low-end torque, predictable and controllable throttle control for short movements in forward and reverse, and faster acceleration for fun.