f3s down and out at 12,500 miles (for second time)

[spydaman60]

for the second time, I now have had to depart vacations early due to the f3 being out of service. at about 5,000 plus miles, I had a front sprocket (pulley) split and eat up a belt. this time the spline on the drive shaft blew out and damaged drive shaft and sprocket. what next? now wondering if there was transmission damage done at the same time!! awaiting response to dealer from brp. case has already been set up, just curious how far brp will have them go on finding out if there was further damage, also will they replace the drive shaft as there is wear on it?? (or motor?) have been told spyder could be laid up for up to three weeks. this absolutely sucks!!!

 

[BajaRon]

for the second time, I now have had to depart vacations early due to the f3 being out of service. at about 5,000 plus miles, I had a front sprocket (pulley) split and eat up a belt. this time the spline on the drive shaft blew out and damaged drive shaft and sprocket. what next? now wondering if there was transmission damage done at the same time!! awaiting response to dealer from brp. case has already been set up, just curious how far brp will have them go on finding out if there was further damage, also will they replace the drive shaft as there is wear on it?? (or motor?) have been told spyder could be laid up for up to three weeks. this absolutely sucks!!!

I'd say your 1st event was not addressed completely and therefore you're enduring an 'Aftershock' so to speak.

Hopefully, this time, 100% of the damage will be corrected and no further issues.

 

[spydaman60]

I'd say your 1st event was not addressed completely and therefore you're enduring an 'Aftershock' so to speak.

Hopefully, this time, 100% of the damage will be corrected and no further issues.

Ron, I couldn't agree more. I also have another tidbit of information which I am concerned about, and that has been the long addressed issue of two up riding on the 2015 as being only occasional. mine is about 90% of the time, and I am wondering if the extra weight is pulling harder on the belt and in turn the sprocket? is that a factor during exceleration?:dontknow:

 

[SPYD3R]

common problem

this seems to be a common problem with the F3's......
no other 1330 are having this issue... could it be the front sprockets on the F3's are different than the ones on the RT's....?????

hopefully your alternator dosen't decide to head south on you as well..... just had mine replaced... took 7 days....
good luck
SPYD3R

 

[Bob Denman]

Is the belt tension different on the F3s?
I wonder if belt harmonics might be more involved, than just "buzzing" things a bit? :dontknow:

 

[Tazzel]

A few sprockets, a few water pumps, 1 cracked frame and now 1 Alternator does not make an epidemic. Come on guys, you keep acting like the sky is falling, it finally will, justified or not.

 

[spydaman60]

A few sprockets, a few water pumps, 1 cracked frame and now 1 Alternator does not make an epidemic. Come on guys, you keep acting like the sky is falling, it finally will, justified or not.

I didn't see the word epidemic anywhere! put yourself in the same perspective, and all of a sudden things would change. all I posted was what my problem was, to see if others had the same, and what was the resolve. if you don't like it, go somewhere else!!nojoke

 

[fjcady]

belt buzz

I had the belt buzz issue and went to my dealer and the used the spyder harmonics tension gizmo, really made a huge diff. no its only alil bit very short range 1-2 mphs them gone:yes::clap::clap:

Is the belt tension different on the F3s?
I wonder if belt harmonics might be more involved, than just "buzzing" things a bit? :dontknow:

 

[spydaman60]

Is the belt tension different on the F3s?
I wonder if belt harmonics might be more involved, than just "buzzing" things a bit? :dontknow:

it is different on the rt. Not sure if it's due to different sprocket size on the two, different belt length or why.

 

[Tazzel]

I didn't see the word epidemic anywhere! put yourself in the same perspective, and all of a sudden things would change. all I posted was what my problem was, to see if others had the same, and what was the resolve. if you don't like it, go somewhere else!!nojoke

I have been in your shoes (perspective) once at least. At 2300 miles my Water pump had to be replaced on my F3-s. Sh**t happens. I was more mad at BRP for not having spare parts to ship to the dealer for about 9 weeks.

 

[spydaman60]

I have been in your shoes (perspective) once at least. At 2300 miles my Water pump had to be replaced on my F3-s. Sh**t happens. I was more mad at BRP for not having spare parts to ship to the dealer for about 9 weeks.

you'll really hear me complain if I hear parts aren't available.:yikes:

 

[jcthorne]

Ron, I couldn't agree more. I also have another tidbit of information which I am concerned about, and that has been the long addressed issue of two up riding on the 2015 as being only occasional. mine is about 90% of the time, and I am wondering if the extra weight is pulling harder on the belt and in turn the sprocket? is that a factor during exceleration?:dontknow:

No. Same engine, output shaft and drive spline as on RT model which is heavier yet.

 

[Bob Denman]

:agree: And with the lower gearing of the F3: it's putting less of load on the drivetrain.

 

[jcthorne]

I do think the different harmonics in the F3 drive belt have something to do with this. There have simply been too many instances of this sprocket failure on F3s and NONE reported on 1330 RTs.

I have started checking the drive sprocket bolt at every oil change I do on my and customers F3s. Still, on the RTs the drive sprocket is dirty but not covered in rust particles. EVERY F3 I have done an oil change on, the drive sprocket is covered in rust dust. That is only coming from one place, the splines inside the pulley. I do believe we are going to see more of these failures as the F3s age.

 

[BajaRon]

Ron, I couldn't agree more. I also have another tidbit of information which I am concerned about, and that has been the long addressed issue of two up riding on the 2015 as being only occasional. mine is about 90% of the time, and I am wondering if the extra weight is pulling harder on the belt and in turn the sprocket? is that a factor during exceleration?:dontknow:

It shouldn't make any difference. Of course you're going to put more stress on the drive train under acceleration riding 2 up. But still, the F3 should hold up under 2 up riding as well as the RT. The F3 will still have less weight (and therefore less stress on the drive train) than an RT, (apples to apples). I would suggest checking belt tension and possibly investing in a belt tensioner if vibration is excessive. I'm not saying this will resolve your problem. But it couldn't hurt. Checking the counter-shaft sprocket bolt tension on a regular basis, at least for awhile, would not be a bad idea either. If that bolt gets the least bit loose you'll have problems.

A few sprockets, a few water pumps, 1 cracked frame and now 1 Alternator does not make an epidemic. Come on guys, you keep acting like the sky is falling, it finally will, justified or not.

I don't know that anyone is in a panic here. I think the OP (and others) are being pretty calm about these issues under the circumstances.

I agree that a few instances does not a trend make. But believe me, if it happens to you it really doesn't matter how common or rare the problem is. Your experience is 100%. And that makes it a 1 person epidemic, if nothing else.

:agree: And with the lower gearing of the F3: it's putting less of load on the drivetrain.

I am not an engineer, so you may want to discount my opinion on this. Actually, that option is available on anything I say! Just ask my wife! :yikes:

But I digress.

The smaller front sprocket gives more leverage between the front and rear sprocket. That means potentially higher belt stress on hard acceleration. That higher belt stress would seem to translate into a greater stress on the conutershaft pully.

On the other hand, it seems to me that since both the F3 and RT engines put out the same HP/Torque, the output shafts on both will have the same amount of torque. Since the F3 is going to be lighter than the RT (with the same riders), it would seem the RT would be more prone to this problem than the F3.

If the F3 is suffering more failures, then there is obviously a difference that is affecting the F3. And I suppose that is what this thread is all about.

 

[otter28169]

for the second time, I now have had to depart vacations early due to the f3 being out of service. at about 5,000 plus miles, I had a front sprocket (pulley) split and eat up a belt. this time the spline on the drive shaft blew out and damaged drive shaft and sprocket. what next? now wondering if there was transmission damage done at the same time!! awaiting response to dealer from brp. case has already been set up, just curious how far brp will have them go on finding out if there was further damage, also will they replace the drive shaft as there is wear on it?? (or motor?) have been told spyder could be laid up for up to three weeks. this absolutely sucks!!!

By the end of next week I will have a new elka shock under the rear of my RS-S. I cannot sit by and watch you suffer. You are more than welcome to come visit and ride it if you would like. I work this week but have all of the following week off and would be glad to be your private tour guide. After all, a really nice gentleman did sell me the floorboards at a discount...........

Just sayin'...........

 

[Culpjp]

The early GS and RS's had this same problem. I've had the bolt that holds the front sprocket onto the output shaft break once, and come loose and fall out once also. Both times were covered under warranty and took 6 to 8 weeks to get fixed. The next time will be on my dime. Lol

 

[Nyparrothead]

The vibration has some part in this I am sure. All of that energy is being transmitted from the belt through the pulleys. Mother BRP's quick fix of tightening the belt I fear will only cause even more failures as more tension places even more stress on the output shaft, it's bearings, and the pulley.

Time will tell if I am right

 

[Bob Denman]

The smaller front sprocket gives more leverage between the front and rear sprocket. That means potentially higher belt stress on hard acceleration. That higher belt stress would seem to translate into a greater stress on the countershaft pulley.

:shocked: I thought that the gearing chance was solely due to the 10 tooth larger rear sprocket. If I am mistaken: MY BAD! pps:

 

[BajaRon]

:shocked: I thought that the gearing chance was solely due to the 10 tooth larger rear sprocket. If I am mistaken: MY BAD! pps:

Probably my bad. I know that the tooth ratio is different and I assumed it was the front sprocket (less expensive piece to change). But it may be that there are a certain number of teeth that are necessary to assure belt grip on the sprocket and less on the front sprocket would not be adequate. The effect, of course, would be the same. Looking at part numbers would settle it but I probably stand corrected on this one.

Thanks Bob! And some say you serve no purpose! Well, I think you do a great service! Just not quite sure what that is! :roflblack: (Sorry, I'm being mean today)