SSHFTY1
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- 2014 sr viper
Hello all, first post.
I recently picked up a brand new 2014 sr viper, first off I have never owned a yamaha or a 4 stroke so I know very little about either. My question is it seems like the clutch is really loud like its grindy sounding and pulls you down to a stop much quicker than say my xrs 800 etec.
Is this what I should expect from this snowmobile? It seems to perform just fine but my wife keeps telling me its really loud and doesn't like it!
Thanks all.
I recently picked up a brand new 2014 sr viper, first off I have never owned a yamaha or a 4 stroke so I know very little about either. My question is it seems like the clutch is really loud like its grindy sounding and pulls you down to a stop much quicker than say my xrs 800 etec.
Is this what I should expect from this snowmobile? It seems to perform just fine but my wife keeps telling me its really loud and doesn't like it!
Thanks all.
yamahaguy
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- 2015 Yamaha MTX LE with MPI
Welcome to TY SSHFTY1 
The clutches do sound a bit like they are rattling when at idle but not really a grinding sound. Its going to feel a lot different then your 800 etec and you will feel some engine breaking when you let off, thats normal. I'm sure some others will chime in with even more info, Lots of great guys here to help you. Its a awesome sled right out of the box, congrats!
The clutches do sound a bit like they are rattling when at idle but not really a grinding sound. Its going to feel a lot different then your 800 etec and you will feel some engine breaking when you let off, thats normal. I'm sure some others will chime in with even more info, Lots of great guys here to help you. Its a awesome sled right out of the box, congrats!
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SSHFTY1
Newbie
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Welcome to TY SSHFTY1
Nope you hit it right on the head, I just forgot the word. It seems like it is a well made piece and for the price I paid I couldn't pass it up. Thank you for you info it was very helpful
Mtnviper
TY 4 Stroke Master
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Most likely it is the PTO shaft rattle and is normal, Nytro's will have this as well.
The way that the engine is designed, the crankshaft has a splined end on it. The splines then engage in to a PTO stub shaft which the primary clutch is bolted to. The design is very robust because the PTO shaft is supported by two very large ball bearings and it's these large ball bearings that support the side load from the belt drive. This in turn takes away any belt drive side load requirements from the crankshaft and bearings. With the crankshaft not having to carry the belt side loads, the engineers are able design a lighter crankshaft with smaller main bearing surfaces for a quicker reving more powerful engine!
Because the stub shaft is supported by ball bearings and the crankshaft is supported by babbit bearings which require a specific amount of thrust clearance, there needs to be a certain amount of spline clearance to allow movement between the crank and PTO shaft.
While engines are running the crankshaft is speeding up and slowing down with each cylinder firing pulse. What you are actually hearing are the harmonics from the backlash or clearance in the splined connection between the crankshaft and PTO shaft, which are induced from the crankshaft speeding up and slowing down as it goes through the firing pulses. It is a normal characteristic of the design, in turn they are able to make the engine lighter, more powerful for it's size and last for thousands of miles with proper maintenance.
The way that the engine is designed, the crankshaft has a splined end on it. The splines then engage in to a PTO stub shaft which the primary clutch is bolted to. The design is very robust because the PTO shaft is supported by two very large ball bearings and it's these large ball bearings that support the side load from the belt drive. This in turn takes away any belt drive side load requirements from the crankshaft and bearings. With the crankshaft not having to carry the belt side loads, the engineers are able design a lighter crankshaft with smaller main bearing surfaces for a quicker reving more powerful engine!
Because the stub shaft is supported by ball bearings and the crankshaft is supported by babbit bearings which require a specific amount of thrust clearance, there needs to be a certain amount of spline clearance to allow movement between the crank and PTO shaft.
While engines are running the crankshaft is speeding up and slowing down with each cylinder firing pulse. What you are actually hearing are the harmonics from the backlash or clearance in the splined connection between the crankshaft and PTO shaft, which are induced from the crankshaft speeding up and slowing down as it goes through the firing pulses. It is a normal characteristic of the design, in turn they are able to make the engine lighter, more powerful for it's size and last for thousands of miles with proper maintenance.
Last edited:
Pstn head
TY 4 Stroke Master
^^^^ what he said ^^^^
yamahaguy
Ride SAFE
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- Location
- Elmira, MI (center of the snow belt)
- Country
- USA
- Snowmobile
- 2015 Yamaha MTX LE with MPI
Most likely it is the PTO shaft rattle and is normal, Nytro's will have this as well.
The way that the engine is designed, the crankshaft has a splined end on it. The splines then engage in to a PTO stub shaft which the primary clutch is bolted to. The design is very robust because the PTO shaft is supported by two very large ball bearings and it's these large ball bearings that support the side load from the belt drive. This in turn takes away any belt drive side load requirements from the crankshaft and bearings. With the crankshaft not having to carry the belt side loads, the engineers are able design a lighter crankshaft with smaller main bearing surfaces for a quicker reving more powerful engine!
Because the stub shaft is supported by ball bearings and the crankshaft is supported by babbit bearings which require a specific amount of thrust clearance, there needs to be a certain amount of spline clearance to allow movement between the crank and PTO shaft.
While engines are running the crankshaft is speeding up and slowing down with each cylinder firing pulse. What you are actually hearing are the harmonics from the backlash or clearance in the splined connection between the crankshaft and PTO shaft, which are induced from the crankshaft speeding up and slowing down as it goes through the firing pulses. It is a normal characteristic of the design, in turn they are able to make the engine lighter, more powerful for it's size and last for thousands of miles with proper maintenance.
When there's no snow on the ground the explanations and details here are awesome.
