Reliability of the Pro motor
- Thread starter bobback
- Start date
'12 Pro 800 163
Just shy of 2,400 miles w/1,400 last season
Stock, other than clutching to give more mid-range snap and a tether
Running the Cat 048 (M8) belt
VES Gold entire time
Oiler turned up to 40:1
Break-in period ended at 162 miles (indicated)
Running 8oz Torco per tank (90 pump highest available in AK)
Warmed up to 125* before riding (always)
Kept clean, lubed and serviced
Zero issues, other than the cheap hand guards breaking off and for some reason I keep breaking the right side scratcher
It's going in for a PAR log rod & head conversion. (soon as I can sqeeze the wife for the cash)
Here's a clip from my last ride, last June. My crappy Pro with the crappy stock 5.1 powder track on soft spring snow.
http://vimeo.com/80639667
Just shy of 2,400 miles w/1,400 last season
Stock, other than clutching to give more mid-range snap and a tether
Running the Cat 048 (M8) belt
VES Gold entire time
Oiler turned up to 40:1
Break-in period ended at 162 miles (indicated)
Running 8oz Torco per tank (90 pump highest available in AK)
Warmed up to 125* before riding (always)
Kept clean, lubed and serviced
Zero issues, other than the cheap hand guards breaking off and for some reason I keep breaking the right side scratcher
It's going in for a PAR log rod & head conversion. (soon as I can sqeeze the wife for the cash)
Here's a clip from my last ride, last June. My crappy Pro with the crappy stock 5.1 powder track on soft spring snow.
http://vimeo.com/80639667
L
leadfoot33
Well-known member
riding partners 2012 pro 1400 miles lost a cylinder skirt, meticulously maintained beautiful sled actually lol
2012 assault with 1300mi
I decided to take the top end off for inspection this year and found flaking rings, the ring groves on the pistons had started to chip, heavy scoring on mag cyl and piston in line with top ring gap, blued wrist pins, and the "carb" boot clamp was installed wrong from the factory causing it to squeeze the boot into the air passage! I have run torco full syn oil since new and always alow warm up time and cover my sled on the trailer.
I decided to take the top end off for inspection this year and found flaking rings, the ring groves on the pistons had started to chip, heavy scoring on mag cyl and piston in line with top ring gap, blued wrist pins, and the "carb" boot clamp was installed wrong from the factory causing it to squeeze the boot into the air passage! I have run torco full syn oil since new and always alow warm up time and cover my sled on the trailer.
The boot issue was on the pto cyl!
2011 Pro Assault 2700 miles 120 psi both cylinders sold no problems, 2013 Pro 800 2200 miles no problems will check compression soon no problems so far. Die Hard Pro owners since 1986. Like American Built Products.
I was told something interesting the other day.
The problem with the 800 engine, is almost isolated to the Pro RMK and RMK Assault.
Very few of the standard RMK, Switchback and Rush models, experienced engine failures
So what do the Pro and Assault RMK have in common? No bulkhead cooler.
Could lack of cooling be a part of the explanation to some of the failures?
The problem with the 800 engine, is almost isolated to the Pro RMK and RMK Assault.
Very few of the standard RMK, Switchback and Rush models, experienced engine failures
So what do the Pro and Assault RMK have in common? No bulkhead cooler.
Could lack of cooling be a part of the explanation to some of the failures?
J
Jaynelson
Well-known member
The other variable would be mountain riding on those 2 models....
So far my 14 RMK with the bulkhead cooler has been running 125. Virtually all the time. Different from my 11 Pro, both with and without the RKT kit. Still too early, but, FWIW.
The Rush with that mid-flap cooler is one funky system, 4 cooling circuits, front, bulkhead, tunnel, and mid-flap. Lack of cooler surface isn't a problem there.
The Rush with that mid-flap cooler is one funky system, 4 cooling circuits, front, bulkhead, tunnel, and mid-flap. Lack of cooler surface isn't a problem there.
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M
milo303
Well-known member
Good to hear
Ive got an rk tek drop in kit in my 12 and I run 131 very very consistantly.... I had SERIOUS over heating issues last season on the factory pistons. Good to hear the 14 is working better
Oddly enough, my 11 with the RKT head runs 131 at its lowest, also, vs. 127 stock. My 11 still can get hot, but it rocked harder, you'll like the performance. Once the 14 breaks in it will be fun to run against the 11. 14 seems very strong right now.
I do agree that those two models probably will be more likely to be used for long climbs. But, the dealer who told me this resides in the flatlands, so there are no long climbs to be found.
So I'm wondering if this trend that this particular dealer is seeing holds true for the rest of the world?
my 2012 had a piston skirt let go at 1350 last december
and my 2014 blew up yesterday at 240 miles getting fixed now
love the chassis but seriously considering getting an e-tec just because of the reliability
and my 2014 blew up yesterday at 240 miles getting fixed now
love the chassis but seriously considering getting an e-tec just because of the reliability
What caused the failure on the 14?
my 2012 had a piston skirt let go at 1350 last december
and my 2014 blew up yesterday at 240 miles getting fixed now
love the chassis but seriously considering getting an e-tec just because of the reliability
^^^^Very interested as to why your 14 went down as well.
My 2011 is still going strong other then a few electronic issues, well I hope it was electronic, seems to be gone now. 2300 miles and thinking about the RK tech drop in kit for the power increase, but increased reliability is a bonus.
My 2011 is still going strong other then a few electronic issues, well I hope it was electronic, seems to be gone now. 2300 miles and thinking about the RK tech drop in kit for the power increase, but increased reliability is a bonus.
Nothing big
My 2011 has over 3,200 miles with no problems. I am replacing the pistons out of fear from what I have read on Snowest. It had only 105 compression on both cylinders and the piston to cylinder wall clearance was a little beyond the service limit of .009. The rings had a little flaking, but nothing too bad. There was some scoring on the mag side, but nothing critical.
I am still undecided as what to do about the crank. A few have told me I am living on borrowed time with the MAPE crank and that I need to send it to Doug's balancing in Denver. For around $600, he will get it all fixed up.
My 2011 has over 3,200 miles with no problems. I am replacing the pistons out of fear from what I have read on Snowest. It had only 105 compression on both cylinders and the piston to cylinder wall clearance was a little beyond the service limit of .009. The rings had a little flaking, but nothing too bad. There was some scoring on the mag side, but nothing critical.
I am still undecided as what to do about the crank. A few have told me I am living on borrowed time with the MAPE crank and that I need to send it to Doug's balancing in Denver. For around $600, he will get it all fixed up.
Pro Reliability
Have had 2 Pro's 2011 Assault 2700 miles traded in compression 120 both cylinders checked by Dealer, now 2013 Pro RMK 2200 miles last season no issues even have Original belt on, 700 miles in mountains of montana & Idaho.Warm up on stand at truck every time, premium pump gas and Polaris Gold hauled in enclosed trailer only.
Have had 2 Pro's 2011 Assault 2700 miles traded in compression 120 both cylinders checked by Dealer, now 2013 Pro RMK 2200 miles last season no issues even have Original belt on, 700 miles in mountains of montana & Idaho.Warm up on stand at truck every time, premium pump gas and Polaris Gold hauled in enclosed trailer only.
2200 miles in a season!!! I would have to ride 80-100 days a year to put those kind of miles on.
I know the flatlanders don't like to hear it but mountain riding is MUCH MUCH harder on the motor. It isn't just climbs it is plwong through a few fet of pow WFO for 10,20,30 minutes at a time. What we do know is that th Pro motor will go 3000 miles without trouble as long as 2/3 of the miles are on trails.
Mine is brand new but will be compression tested at the end of the season. It will probably have 6-700 miles on it by then. I expect to do pistons between 1000-1500 miles with my use. If I can get 3-4 seasons from it I will be thrilled.
I know the flatlanders don't like to hear it but mountain riding is MUCH MUCH harder on the motor. It isn't just climbs it is plwong through a few fet of pow WFO for 10,20,30 minutes at a time. What we do know is that th Pro motor will go 3000 miles without trouble as long as 2/3 of the miles are on trails.
Mine is brand new but will be compression tested at the end of the season. It will probably have 6-700 miles on it by then. I expect to do pistons between 1000-1500 miles with my use. If I can get 3-4 seasons from it I will be thrilled.
Have a 2011 PRO 1800 miles, pulled top end down for inspection and piston replacement. Typical sloppy Polaris pistons, everything looked good. Replaced pistons with RKT pistons only. When I go the sled new the oil was set to 78:1 corrected to 50:1. This year I will run a small amount of oil (Amsoil) in the tank for a little more top end protection.
2012 PRO 1600 miles Noticed a little crank seal seepage. (Sled was under warranty) took to dealer they got approval to replace the seal????? Really. So I asked them to let me have the crank and cylinder overnight once they got the motor apart. The cylinder had a cracked skirt and the crank PTO and MAG bearings sounded like they had gravel in them. Polaris gave us a new crank and cylinders. I had the RKT pistons put in over the stock Polaris pistons. They voided my warranty over the RKT pistons however all the cylinder issues were from sloppy pistons anyway. So be it. When I picked up this sled (when it was new) the oiler was set to 89:1 I ran it for about 300 miles before I figured it out. It got reset to 50:1 At first I thought this is great....I will only have to buy a half a gallon of oil for both sled this year. What a great savings.
So, no failures on the snow however we were not far away from a catastrophic failure on the 2012.
2012 PRO 1600 miles Noticed a little crank seal seepage. (Sled was under warranty) took to dealer they got approval to replace the seal????? Really. So I asked them to let me have the crank and cylinder overnight once they got the motor apart. The cylinder had a cracked skirt and the crank PTO and MAG bearings sounded like they had gravel in them. Polaris gave us a new crank and cylinders. I had the RKT pistons put in over the stock Polaris pistons. They voided my warranty over the RKT pistons however all the cylinder issues were from sloppy pistons anyway. So be it. When I picked up this sled (when it was new) the oiler was set to 89:1 I ran it for about 300 miles before I figured it out. It got reset to 50:1 At first I thought this is great....I will only have to buy a half a gallon of oil for both sled this year. What a great savings.
So, no failures on the snow however we were not far away from a catastrophic failure on the 2012.
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My 2011 assault locked up at 2200 miles.Mag side lower rod bearing,The water pump seal leaked coolant into case and washed oil out of bearing,everything else looked good in motor.Dan says he sees a lot of water pump seals taking out cranks.Just one more thing to worry about on these damn sleds..
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