Travelled almost 3.5 hours this morning to get to Doc's Spyder Alignment in Folkston, GA. Dave "Doc" Cochran was absolutely terrific when it came to dialing in the alignment on my 2015 F3-S using the True Laser Track system today. He is also expert at belt alignment and tension and used a very expensive Gates sonic meter to ascertain the true tension of my drive belt.
The testing of my belt tension was almost as interesting as the alignment procedures he employed today. Using a $1k Gates sonic meter and testing the belt tension (with the tail end jacked up) in 120 degree increments, we arrived at an average belt tension of 550 Newtons. Doc pointed out that due to the interface of the belt's teeth with the rear sprocket's teeth, it was necessary to find the averages of the three trisections of the rear sprocket position relative to the belt as it was rotated through a 360 degree cycle. I have not experienced particularly significant belt vibration so the technical service bulletin (000030176 TST61Y014S05) suggesting a belt tension of 300N +/- 100N was not utilized. The factory specs for the F3 of 775N +/- 150N would provide for 625N on the low side and 925N on the high side. Given the concerns about transmission output shaft bearing failures and/or rear sprocket/wheel bearing failures, Doc and I both agreed that the average of 550N was on the higher side for people experiencing significant vibrations but on the slightly lower side for the normal range of belt tension recommended by BRP and we left it as is.
Now, Doc moved on to the True Laser Track alignment procedures to get the front tires to have 1/2" of toe-in on each wheel. Some of the toe-in goes away when you sit on the trike and actuate the front suspension. When we assessed the alignment of my trike that was a factory demonstrator with 7300 miles, the left front tire was toed in but the right front tire was toed out. When Doc had completed the alignment procedures, both front wheels were toed in 1/2" relative to the rear wheel. Doc's measurements and repeated checks insured that both front wheels became dialed in. He has a very impressive and well thought out set of procedures for measurements and arriving at baseline values from which to proceed into the alignment. Doc even has made a special tool that allows for getting to the alignment jam nuts on the tie rods that have to be loosened prior to adjustment. After making the necessary adjustments, Doc plugged in his BUDDS computer and programmed several parameters to let the Spyder know that all was well and showed me some of the other parameters that are measured and kept in memory by the ECM.
What was interesting is that Doc brings a wealth of technical expertise to the tasks with a reported 45 year history of working on navigation systems for our Naval submarines. As many of you know, precision is the name of the game when working on nuclear subs. Doc's years of doing it the right way on mission critical equipment appears to have been brought forward to the work he does on Can-Am Spyders. Even his sonic meter had pre-programmed values in it for the different machines that he is asked to evaluate and work on.
I got the Spyder home tonight and took it for a short ride. It tracked beautifully with no hint of pulling in either direction. To say that I am pleased with what I saw and learned today would be a great understatement. I feel more confident than ever that my belt tension and alignment of my three almost new tires are well within specification and that is a great feeling. Thanks Doc and thanks to True Laser Track for coming up with an ingenious alignment system! Bob
The testing of my belt tension was almost as interesting as the alignment procedures he employed today. Using a $1k Gates sonic meter and testing the belt tension (with the tail end jacked up) in 120 degree increments, we arrived at an average belt tension of 550 Newtons. Doc pointed out that due to the interface of the belt's teeth with the rear sprocket's teeth, it was necessary to find the averages of the three trisections of the rear sprocket position relative to the belt as it was rotated through a 360 degree cycle. I have not experienced particularly significant belt vibration so the technical service bulletin (000030176 TST61Y014S05) suggesting a belt tension of 300N +/- 100N was not utilized. The factory specs for the F3 of 775N +/- 150N would provide for 625N on the low side and 925N on the high side. Given the concerns about transmission output shaft bearing failures and/or rear sprocket/wheel bearing failures, Doc and I both agreed that the average of 550N was on the higher side for people experiencing significant vibrations but on the slightly lower side for the normal range of belt tension recommended by BRP and we left it as is.
Now, Doc moved on to the True Laser Track alignment procedures to get the front tires to have 1/2" of toe-in on each wheel. Some of the toe-in goes away when you sit on the trike and actuate the front suspension. When we assessed the alignment of my trike that was a factory demonstrator with 7300 miles, the left front tire was toed in but the right front tire was toed out. When Doc had completed the alignment procedures, both front wheels were toed in 1/2" relative to the rear wheel. Doc's measurements and repeated checks insured that both front wheels became dialed in. He has a very impressive and well thought out set of procedures for measurements and arriving at baseline values from which to proceed into the alignment. Doc even has made a special tool that allows for getting to the alignment jam nuts on the tie rods that have to be loosened prior to adjustment. After making the necessary adjustments, Doc plugged in his BUDDS computer and programmed several parameters to let the Spyder know that all was well and showed me some of the other parameters that are measured and kept in memory by the ECM.
What was interesting is that Doc brings a wealth of technical expertise to the tasks with a reported 45 year history of working on navigation systems for our Naval submarines. As many of you know, precision is the name of the game when working on nuclear subs. Doc's years of doing it the right way on mission critical equipment appears to have been brought forward to the work he does on Can-Am Spyders. Even his sonic meter had pre-programmed values in it for the different machines that he is asked to evaluate and work on.
I got the Spyder home tonight and took it for a short ride. It tracked beautifully with no hint of pulling in either direction. To say that I am pleased with what I saw and learned today would be a great understatement. I feel more confident than ever that my belt tension and alignment of my three almost new tires are well within specification and that is a great feeling. Thanks Doc and thanks to True Laser Track for coming up with an ingenious alignment system! Bob
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