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07 RXP Blowing Dipstick, Crankcase Pressure too high

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vwmusky1963

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Hopefully someone can help with this issue!!
Background:

I blew my 07 RXP 215 SC engine at 140 hours. Had the engine replaced with an 06 RXP 215 SC engine with 25 hours on it. The first time I had it out, the ski was very sluggish and would only do 6700 RPMs. after about 5 minutes it threw the P1520 code for oil, and went into limp mode. I checked oil at the dock & it was at the first hump, so I added and got underway again. It was sluggish again for about 10 seconds then it shot off hitting 7600+ RPMS & it was performing great! I road with a smile for a while with no probs. I decided to remove the seat at idle just to to listen to engine. I immediately noticed oil all over the place and the dipstick popped out. Put dipstick back in and took off, but ski sluggish again (6700 max RPMs). Removed seat and backed out the dipstick. Took off, and again the ski was performing great around 7600+ RPMs. Concerned, and not knowing the problem, I pulled ski out of water and back home I went.

I texted my installer and video'd the pressure of the oil spewing out of dipstick tube while running on the trailer. He said that it was the vent valve, so my research didn't come up with a vent valve for an 07 RXP, instead, it lead me to believe he was referring to the TOPS, so I replaced the TOPS, but no change, pressure still popping dipstick. I gutted old TOPS and put it in, but to no avail -still same pressure problem. I brought the ski back to installer (2 hour drive) and left it there for 2 weeks. Installer called and told me that problem was fixed by installing a old style breather valve cover (Basically, a valve cover with a nipple coming out of it, and stuffed with filtering material). I picked it up (Again 2-hours there & 2 hours back) from the installer and trailered it home. Dropped it in the water, and wouldn't you know it - Sluggish again. Rode until the dipstick blew again!

I'm done with the installer at this point. I replaced the Oil Pressure Switch (OPS), but still no fix to the crankcase pressure problem. I dabbled with trying to figure out how to stop the oil from spraying out of the dipstick tube, but still allow the pressure to escape. Finally designed a catch system that knocks down the oil down and back into the tube. I know this isn't right, but it is working to the point where I only have to add about a quart of oil throughout a days' use.

I would really appreciate some feedback here, as I have not been able to come up with a solution, although I did read about an issue with the older blocks (i.e. 04 & 05) being used with newer motors. Supposedly the old blocks do not have vents in them, so they need to have a vent hole drilled into the case.. Don't know about that though! Again, someone please chime it here!!
 
If there is to much oil in the crank case you will lose performance and create crank case pressure.

I would check to see if the dip sticks are the same part number, while you are at it, check the dipstick tubes as well. My point is, if you are using a shorter stick for the block, you would have extra oil,,,
 
Thanks for the responses!

The oil level was checked, and rechecked. I also removed the oil and put the proper amount back. I thought the same thing about the dipstick, but verified the correct amount of oil and it was showing 1/2 way between the humps.

Apparently there is an oil pressure regulator/oil pump assembly near the front & bottom of the engine. This pump assembly was replaced new when the installer put in the engine. This concerns me a bit because I read something about proper placement & torque is crucial when installing these assemblies. The write-up mentioned that improper installation can cause obstruction. Kinda leaning towards the improper installation thing, but how do you prove that without paying someone big bucks to remove & inspect?
 
Are you positive it was an 06 block and not an older block ?

06 and newer blocks have a different venting system than the older blocks so using an 05 or older block with an 06 and newer venting system will cause the problem you describe.
 
I remember reading somewhere about the older block verses newer block venting issue. How would you be able to tell if it is an older block? And if we determine that it is an older block with the newer venting system, how could I correct the high crankcase pressure issue?
 
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