billymx815
TY 4 Stroke Junkie
- Joined
- Nov 17, 2009
- Messages
- 521
- Location
- S. Berwick, Maine
- Country
- USA
- Snowmobile
- SXV Venom, RTX Nytro, SR Viper RTX SE
- LOCATION
- Maine
stay persistant and positive. There are only so many things it could be and eventually you'll hit it.
SPEED
TY 4 Stroke Junkie
Yooper. With the sled running you should be able to look into the S/C resevoir (oil) and see the oil running down the sides(returning) ,that will determine the oil is in fact circulating if it is you shouldn;t have any bubbles in system. are you sure only rotrax traction oil has been in the system? makes a huge difference.
yooper1
Expert
Were using the right oil. Tonight we will see!
yooper1
Expert
Talked with Matt from MPI. he say's to ride it for a little and maybe whatever is slipping will be fine.
Tonight we ride or I'll be drinking HARD!
Tonight we ride or I'll be drinking HARD!
yooper1
Expert
The Dream is gone, the charger is not working! The sled is being torn down as you read this. I am so sad that you can believe how I am feeling.
Now I work work with whom I bought it from and we will work out something fair. I always want to be fair with everything.
Thank you to everyone that helped.
Now I work work with whom I bought it from and we will work out something fair. I always want to be fair with everything.
Thank you to everyone that helped.
yooper1
Expert
the problem
Well we found the problem, when the motor seized up, the momentom of the supercharger stoping sheeredd the main shaft. pictures don't lie!!!!!
Read the write-up.
We literally got shafted pal. I don't know If it was bad luck, or poor
craftsmanship. I was never expecting to see this. I thought for sure it was
going to be something in the planetary. The housing in the top of the photo has
the drive sprocket facing the bench, the lower piece has the planetary, oil
pump, and compressor wheel facing the bench. You can see where the main input
shaft is machined down to fit the bearing. The shaft is also hollow and tapped
for threads for different supercharger applications and pulleys. Both sides of
the shaft turn easily by hand so it's not like something internally locked up.
Quite possible when the previous owners sled locked up the instant shock and the
rotating mass of the supercharger could have caused this carnage. Not to mention
the heat that the bearing creates directly over the thin machining on the shaft.
The friction of the two pieces rubbing together gave us enough oil pressure and
boost at an idle for a while, until it finally rubbed itself clean.
Well we found the problem, when the motor seized up, the momentom of the supercharger stoping sheeredd the main shaft. pictures don't lie!!!!!
Read the write-up.
We literally got shafted pal. I don't know If it was bad luck, or poor
craftsmanship. I was never expecting to see this. I thought for sure it was
going to be something in the planetary. The housing in the top of the photo has
the drive sprocket facing the bench, the lower piece has the planetary, oil
pump, and compressor wheel facing the bench. You can see where the main input
shaft is machined down to fit the bearing. The shaft is also hollow and tapped
for threads for different supercharger applications and pulleys. Both sides of
the shaft turn easily by hand so it's not like something internally locked up.
Quite possible when the previous owners sled locked up the instant shock and the
rotating mass of the supercharger could have caused this carnage. Not to mention
the heat that the bearing creates directly over the thin machining on the shaft.
The friction of the two pieces rubbing together gave us enough oil pressure and
boost at an idle for a while, until it finally rubbed itself clean.
yooper1
Expert
We literally got shafted pal. I don't know If it was bad luck, or poor
craftsmanship. I was never expecting to see this. I thought for sure it was
going to be something in the planetary. The housing in the top of the photo has
the drive sprocket facing the bench, the lower piece has the planetary, oil
pump, and compressor wheel facing the bench. You can see where the main input
shaft is machined down to fit the bearing. The shaft is also hollow and tapped
for threads for different supercharger applications and pulleys. Both sides of
the shaft turn easily by hand so it's not like something internally locked up.
Quite possible when the previous owners sled locked up the instant shock and the
rotating mass of the supercharger could have caused this carnage. Not to mention
the heat that the bearing creates directly over the thin machining on the shaft.
The friction of the two pieces rubbing together gave us enough oil pressure and
boost at an idle for a while, until it finally rubbed itself clean.
craftsmanship. I was never expecting to see this. I thought for sure it was
going to be something in the planetary. The housing in the top of the photo has
the drive sprocket facing the bench, the lower piece has the planetary, oil
pump, and compressor wheel facing the bench. You can see where the main input
shaft is machined down to fit the bearing. The shaft is also hollow and tapped
for threads for different supercharger applications and pulleys. Both sides of
the shaft turn easily by hand so it's not like something internally locked up.
Quite possible when the previous owners sled locked up the instant shock and the
rotating mass of the supercharger could have caused this carnage. Not to mention
the heat that the bearing creates directly over the thin machining on the shaft.
The friction of the two pieces rubbing together gave us enough oil pressure and
boost at an idle for a while, until it finally rubbed itself clean.
Attachments
millstreet
Lifetime Member
- Joined
- Dec 6, 2005
- Messages
- 448
- Location
- doylestown, pa and old forge, ny
- Country
- USA
- Snowmobile
- current - 2018 Sidewinder ltx-le 50th
time for a stage 2 charger 
seriously, it'll all be worth it once you get everything sorted out .
.
seriously, it'll all be worth it once you get everything sorted out .
.
yooper1
Expert
Problem found!
OMG!!!! There appears to be a M10 1.5 by 4 1/2 bolt missing that ties the two parts of the shaft together. The person I bought it from had the dealer take it off and they pulled it thinking it held the pully on.
It's going back together now!!!!!
Will advise
OMG!!!! There appears to be a M10 1.5 by 4 1/2 bolt missing that ties the two parts of the shaft together. The person I bought it from had the dealer take it off and they pulled it thinking it held the pully on.
It's going back together now!!!!!
Will advise
SPEED
TY 4 Stroke Junkie
Gidddyyyyup 
yooper1
Expert
Wow!!!!! 
There is a lot of power going on, holy smokes! She rocks!
Thank you to everyone thant helped!
Michaelm (Da Yooper)
There is a lot of power going on, holy smokes! She rocks!
Thank you to everyone thant helped!
Michaelm (Da Yooper)
CDMX304
Newbie
Hi Guys,
I just wanted to add a few things to this thread, that I recently encountered on my 06' Apex MPI Stage 1.
I was getting some backfires going on every now and then since I bought the sled used from a guy (who never maintained it). I run 110 Race gas straight so I knew the backfires weren't due to bad fuel and detonation. (3,200 miles).
No boost all of a sudden and the sled was running like garbage. I noticed the #8 blue led light on the MPI tuner box wasn't lit. Took the hood off and noticed these small fiber like materials on the air filter, etc. Knew right away a belt was smoked
. Took the IC off and sure enough it was the belt under the IC. Put a new belt on, and changed the spark plugs while I was there. The plug gaps where at about 50 thousands or almost double what the specs call for on that motor. 
I think my backfires where do to worn out plugs, slipping SC belt and unburned fuel exploding in the hot exhaust pipes.
Guys I cannot put enough emphasis on having good spark plugs in these motors that turn over 11,500 rpms. That's 191 fires roughly a second at those speeds. Plugs are going to wear out faster than most engines. Changed the oil and filter while I was there also. Put the IC back on and took it for a spin, almost instantly getting into boost, popped off all the IC boots at the TB. This happened two go arounds and finally I got it right when I pushed the clamps down, as far as they could go against the TB and tightened evenly. Took her for a spin again and WOW. Remeber to run your Air fuel ratio @ 11.3-11.9 (roughly) to be safe guys this is the range you want 4 stroke Forced induction engines to be at to get maximum life out of.
It rips harder than it did when I first got it. I was really happy. One bad thing though. When the belt did go when I was riding it, the motor was running very rich and it took out my Wideband O2, that along with the leaded gas was all she wrote for the Wideband, but luckily its less than 50 bucks for a new one, but does look like a PITA to change. Hope this helps out any of you guys.
I just wanted to add a few things to this thread, that I recently encountered on my 06' Apex MPI Stage 1.
I was getting some backfires going on every now and then since I bought the sled used from a guy (who never maintained it)
. I run 110 Race gas straight so I knew the backfires weren't due to bad fuel and detonation. (3,200 miles).No boost all of a sudden and the sled was running like garbage. I noticed the #8 blue led light on the MPI tuner box wasn't lit. Took the hood off and noticed these small fiber like materials on the air filter, etc. Knew right away a belt was smoked
. Took the IC off and sure enough it was the belt under the IC. Put a new belt on, and changed the spark plugs while I was there. The plug gaps where at about 50 thousands or almost double what the specs call for on that motor. I think my backfires where do to worn out plugs, slipping SC belt and unburned fuel exploding in the hot exhaust pipes.
Guys I cannot put enough emphasis on having good spark plugs in these motors that turn over 11,500 rpms. That's 191 fires roughly a second at those speeds. Plugs are going to wear out faster than most engines. Changed the oil and filter while I was there also. Put the IC back on and took it for a spin, almost instantly getting into boost, popped off all the IC boots at the TB. This happened two go arounds and finally I got it right when I pushed the clamps down, as far as they could go against the TB and tightened evenly. Took her for a spin again and WOW. Remeber to run your Air fuel ratio @ 11.3-11.9 (roughly) to be safe guys this is the range you want 4 stroke Forced induction engines to be at to get maximum life out of.
It rips harder than it did when I first got it. I was really happy. One bad thing though. When the belt did go when I was riding it, the motor was running very rich and it took out my Wideband O2, that along with the leaded gas was all she wrote for the Wideband, but luckily its less than 50 bucks for a new one, but does look like a PITA to change. Hope this helps out any of you guys.
