bicmitchum
New Member
Anyone have any thoughts or insight on the issue I'm experiencing?
2011 RXT-X, with 74 hours runtime
- Seasonally serviced at BRP dealers
The unit was running, shut down, restarted and had an obvious knock in the engine. The unit was operated to get to shore approximately ¼ mile at idle. Delivered to BRP dealer.
After full engine removal and inspection by a BRP Certified Mechanic (27 years), some obvious conclusions are drawn.
1. The connecting rod lower bearing on PTO end had spun around onto itself
- This bearing was the only one that failed and spun internally as well as externally in rod. This is uncharacteristic as most will spin through the bearing but extremely rare to climb up on itself.
2. The main crankshaft bearings are showing abrasion wear premature
- The observation here is again only 1 failed, rule out contaminated oil as all others are in good shape. It’s the only position on the bearing that has worn through to bronze which indicates a slight miss alignment.
3. The end play thrust bearing on the crankshaft has failed and worn into the crankcase
- This design is not favourable for long, high speed application as the bearing surface is limited and only supported on 50% on the crankcase area. The support backing of the bearing is not hardened to limit the wear when bearing heat is developed as hours are put on the unit.
Conclusion
This unit in my professional opinion is an early production series that has internal fit and assembly issues. The client in this case needs to be treated with special allowances as the replacement parts are estimated at 60% of the complete unit value after such as short life cycle. There is no reason to use the vintage of unit as it was always maintained at dealer level with OEM lubricants and the life cycle should be the only judgment. Based on a common BRP engine life cycle of greater than 5000 hours, this unit has lasted only 1.5% of its life cycle.
I have attached photos to support my conclusion.
2011 RXT-X, with 74 hours runtime
- Seasonally serviced at BRP dealers
The unit was running, shut down, restarted and had an obvious knock in the engine. The unit was operated to get to shore approximately ¼ mile at idle. Delivered to BRP dealer.
After full engine removal and inspection by a BRP Certified Mechanic (27 years), some obvious conclusions are drawn.
1. The connecting rod lower bearing on PTO end had spun around onto itself
- This bearing was the only one that failed and spun internally as well as externally in rod. This is uncharacteristic as most will spin through the bearing but extremely rare to climb up on itself.
2. The main crankshaft bearings are showing abrasion wear premature
- The observation here is again only 1 failed, rule out contaminated oil as all others are in good shape. It’s the only position on the bearing that has worn through to bronze which indicates a slight miss alignment.
3. The end play thrust bearing on the crankshaft has failed and worn into the crankcase
- This design is not favourable for long, high speed application as the bearing surface is limited and only supported on 50% on the crankcase area. The support backing of the bearing is not hardened to limit the wear when bearing heat is developed as hours are put on the unit.
Conclusion
This unit in my professional opinion is an early production series that has internal fit and assembly issues. The client in this case needs to be treated with special allowances as the replacement parts are estimated at 60% of the complete unit value after such as short life cycle. There is no reason to use the vintage of unit as it was always maintained at dealer level with OEM lubricants and the life cycle should be the only judgment. Based on a common BRP engine life cycle of greater than 5000 hours, this unit has lasted only 1.5% of its life cycle.
I have attached photos to support my conclusion.
