engr146

What should I look for before buying,Does anyone know compression spec,for all 3 cylinders,Owner say's bogs ,when put in water,(under Load)
He's looking for $600 w trailer great condition,I'm looking for a 2nd ski to go with by Tigershark 770 TSL

engr146

I just read a review about pressed in crackshafts on tripples and the PTO cylinder torsouring crankshaft problem on the timing.any input.
also oil pump failures due to rod linkage plastic sleevees.

785 lugs

is this a SLX 1050 or a SLX 1200 ???
What year
Either way they are both great machines and for 600.00 with a trailer thats a steal as long as it's runninng and even if it needs alittle work it's still a GREAT deal.
There where no known problems with the cranks that i've heard

engr146

It's a 2 seater I'll post a Pic 1999 SLTX 1050 he say's ,I have been trying to make sure of the letters
He say's it starts and runs ,compression is good but when put in water it bogs
Just looked closer @ pics 1050 What do you think!!
real clean motor!!

Attached Images

	polaris.jpg (6.8 KB, 20 views)
	pol eng.jpg (7.2 KB, 20 views)

785 lugs

it's a 97 or 98 SLTX 1050 those are very good boats ,it probrably just needs the carbs cleaned .I would make sure the compression is around 110lb or more on all three cylinders first .
Still a GOOD deal though

TxPro1200

3 seater

__________________
2000 pro 1200 69.1 gps
2000 virage tx 67.8 gps
2000 virage tx 62.3 gps

engr146

Avionics
07/28/2004


Bad


Polaris SLTX Series 2 Own 3 cylinder SLT780 and experienced breakdown when PTO connecting rod bearing on crankshaft seized. These PWCs have press-fit crankshaft pins which require specialized equipment to service. Very few mechanics will work on the crankshaft due to the fact that the connecting rods cannot be removed easily. Reason for seizure is probably lack of lubrication due to failure of oil pump linkage connection to throttle rail. There is a thin stainless steel rod that links the throttle to the oil pump. A tiny plastic part worth about two cents holds the linkage in place on each end of the linkage. If the linkage vibrates loose from the plastic fitting, then the oil pump does not provide the proper amount of lube oil to the crankshaft at high throttle settings and the result is a seized PTO connecting rod bearing. The bearing galls the crankshaft pin and the bearing rollers disintegrate and send small pieces of steel into the engine case and up into the cylinder. The next step is that the piston and combustion chamber head get embedded metal, scoring the piston and the cylinder wall. Another dirty little secret about the flawed design of these crankshafts is that they torsion under load when the jet repeatedly hooks up and unhooks with the water. This twisting and untwisting of the crankshaft causes ignition timing differences between the first cylinder spark and the third cylinder spark. An industry work-around is to change the fuel mixture jetting on the third cylinder to make it run richer than the other two. Really wish these were designed better; how much more reliable these would be and easier to work with if the connecting rods could be removed without completely dismantling the crankshaft with a multi-ton press

TxPro1200

well last i checked all 2 stroke cranks are pressed together,thats how they are able to run a roller bearing.the slt780 is a blue fuji motor,the 1050 is a red top domestic,big difference.never heard of ANYBODY ever twisting out a domestic crank unless they didn't have some other major issue like a hydro lock and any manufacture would experience a twisted crank under those conditions.the fuji oil pumps were connected with a plastic clip holding the linkage.the domestics are a direct driven oil pump off the flywheel.

__________________
2000 pro 1200 69.1 gps
2000 virage tx 67.8 gps
2000 virage tx 62.3 gps

engr146

See this tread !!
Originally Posted by GroupK

The front cylinder on all pwcs is the cylinder closest to the ignition rotor. The amount of torsioning that can take place between the ignition flywheel and the front crank pin is nearly non-existent. However, structurally speaking, the rear crank pin is much "farther away" from the ignition flywheel. When the pump (at speed) suddenly hooks up on some smooth water, the front cylinder and the ignition flywheel have enough rotational momentum to torsion the crankshaft over it's entire length. As this happens, the flywheel and front cylinder can actually get 2 to 3 degrees of rotation ahead of the rear cylinder. As this 2 to 3 degree torsioning rotation takes place, the front cylinder is still getting perfectly timed ignition sparks. However the rear cylinder is lagging slightly behind when it gets it's ignition spark. This means that the rear cylinder is firing 2 to 3 degrees more advanced than the front cylinder. Furthermore, this advanced timing is happening at the worst imaginable time...at high loads and high rpms. As any engine builder can tell you, running 3 degrees too much high rpm advance on a race engine is a guaranteed way to seize (or hole) a piston. While we don't have any iron clad proof that these presumed effects of crankshaft torsioning are an absolute fact, we feel that have enough hands on experiences and supporting information to consider it "a very probable truth". Until some one with more insight and experience can come up with a more probable truth...we'll consider crankshaft torsioning to be a reality.

Again ,This is all 2 strokes not just Polaris!!
I done research and ,I'm buying It !!

engr146

Until I can pickup manual,can anyone tell me were drains are located on engine block /exaust mani./expansion chamer for winterizing.
does waterbox/muffler hold water. Like my TS 770
What's this fogging tank?
also I think the water seperator is a good idea ,My Tigersharks don't have either !!Just water inline filter !