SD 951 as a freeride/freestyle motor

[SXR-FOREVER]

If the motor is comparable in weight to the 66e, this could be a awsome/powerfull/very affordable power plant for a Trinity SXR! That would be a sick monster, it the motor isnt to heavy. :headbang:

hell it would/should hit hard as hell on a stock hull SXR with the right mods...


ahh my bank account wont be looking to good if I do this...haha

 

[Sanford]

The RAVE's are gas driven on the 951.

They have an air solenoid that doesn't allow them to fully open until the MPEM tells it to. The Rave 787 is 100% gas!

No the Seadoo motor out weighs the 66E. I'm not comparing with PIPES because that isn't realistic with a transplant. The motor itself is heavy relative to a 66E which can be a good thing.

I'll call you out on this one :wink1: Post actual 66E motor weight with everything minus pipe.

 

[superramjet]

i'll weigh one today, i remember it was 15lb heavier than a lamey motor, I have a short block sitting out i can weigh

 

[WFO Speedracer]

Seadoo did get a bad rap from these grenading but lets look at the Paul Harvey version shall we.Heres the rest of the story,The problems stemmed from the air box placement and design of the original air box,which has been stated numerous times is way down low.The second half of the problem was that the air box had snorkels protruding from the ends of it,if there was water in the hull and you made a nice left hand turn water went right in the air box.This design was on 97.5-98-99 models only.In 99 Seadoo came out with the air box update kit which consisted of a new air box with snorkels coming from the sides and ending up at the top of the head,it also had rubber pieces and brackets to hold them,with this installed the water ingestion nightmare was solved,well almost.It seems that the early design of the exhaust gaskets allowed water leakage at high rpms and high water pressure.This was not a problem with the old air box but now the water leak was right at the very spot that the air intake was.A rubber boot was designed to go around the exhaust pipe to ex manifold mating surface,it didn't stop the leak but diverted the water to trickle down the exhaust intsead of into the engine.The later model engines had an o-ringed exhaust to help seal the water leak and they worked pretty well. All 99 models should have been updated before they were sold ,also any engines still within warranty were to be inspected for top end damage and repaired under warranty when the air box kits were installed.It seems a lot of dealers failed to do this and that led to the class action lawsuit that was filed in 99.The moral here is get the newer style engine,run the stock air box and exhaust diverter and you won't have water intrusion problems.If you do manage to get water over the head where it could get into the engine you obviously have bigger problems anyway,and that gentlemen is the rest of the story,good day.

 

[Kaveman]

Seadoo did get a bad rap from these grenading but lets look at the Paul Harvey version shall we.Heres the rest of the story,The problems stemmed from the air box placement and design of the original air box,which has been stated numerous times is way down low.The second half of the problem was that the air box had snorkels protruding from the ends of it,if there was water in the hull and you made a nice left hand turn water went right in the air box.This design was on 97.5-98-99 models only.In 99 Seadoo came out with the air box update kit which consisted of a new air box with snorkels coming from the sides and ending up at the top of the head,it also had rubber pieces and brackets to hold them,with this installed the water ingestion nightmare was solved,well almost.It seems that the early design of the exhaust gaskets allowed water leakage at high rpms and high water pressure.This was not a problem with the old air box but now the water leak was right at the very spot that the air intake was.A rubber boot was designed to go around the exhaust pipe to ex manifold mating surface,it didn't stop the leak but diverted the water to trickle down the exhaust intsead of into the engine.The later model engines had an o-ringed exhaust to help seal the water leak and they worked pretty well. All 99 models should have been updated before they were sold ,also any engines still within warranty were to be inspected for top end damage and repaired under warranty when the air box kits were installed.It seems a lot of dealers failed to do this and that led to the class action lawsuit that was filed in 99.The moral here is get the newer style engine,run the stock air box and exhaust diverter and you won't have water intrusion problems.If you do manage to get water over the head where it could get into the engine you obviously have bigger problems anyway,and that gentlemen is the rest of the story,good day.

Thanks for the clarification.

 

[SXR-FOREVER]

Thanks for the info. The one I am looking at is out of a 2001 RX. Just sucks they haven't made up their mind of what they are going to do with their sitdown..

Anyone have a weight of the 951? And please post the weight of the 66e when you get it.

 

[WFO Speedracer]

Thanks for the info. The one I am looking at is out of a 2001 RX. Just sucks they haven't made up their mind of what they are going to do with their sitdown..

Anyone have a weight of the 951? And please post the weight of the 66e when you get it.

I have seen a lot of misinformation posted on these engines and just wanted to ste the record straight.I have rebuilt several of these most were water ingetstion related from the boat actually sinking,left in water,drain plugs left out etc etc.Several others had bad crankshaft seals or leaned out because of garbage in the fuel system.I think I have seen one come apart and destroy the case and one pop the case where it needed to be welded.The horror storys you hear about I personally have not seen.

 

[Sanford]

Anyone have a weight of the 951? And please post the weight of the 66e when you get it.

I put my new 951 on the scales....I'm waiting to hear the weight of the 66E :noevil:

I too am dying to hear the weight of these 66E (Yami 800). And I don't mean short block...I'm talking flywheel, stator, rave valves, starter...everything but pipe and carbs.

 

[SXR-FOREVER]

I put my new 951 on the scales....I'm waiting to hear the weight of the 66E :noevil:

I too am dying to hear the weight of these 66E (Yami 800). And I don't mean short block...I'm talking flywheel, stator, rave valves, starter...everything but pipe and carbs.

did you take the pipe off when you weighed it??

 

[Chopper]

I was able to ride both the Peak Powersports Skis while in Havasu. Let me tell you... I do not know why anyone would be worried about low end power on these set ups. For one you are putting a motor that was intended for a ski that is more than double the weight of a SXR or Superjet. So there will be loads of low end regardless of the configuration.

As far as fun goes... Yeah, I have never in my life stepped foot on anything more fun. The SXR was insane fast and the Superjet was a jumping machine (well they were both jumping machines). I have started to gather parts for building one myself over the winter. I'll have help from Rick at Peak for this. It will be set up for racing, but will also be my play ski as it will run on pump gas.

The Peak Powersports Superjet is forsale also if anyone is interested.

Josh

 

[WFO Speedracer]

They have an air solenoid that doesn't allow them to fully open until the MPEM tells it to. The Rave 787 is 100% gas!

I'll call you out on this one :wink1: Post actual 66E motor weight with everything minus pipe.

The 951 raves can be converted to fully gas driven with no solenoid with just a drill bit and a drill,it takes about 5 minutes per rave valve to do the mod.

 

[WaveDemon]

I put my new 951 on the scales....I'm waiting to hear the weight of the 66E :noevil:

I too am dying to hear the weight of these 66E (Yami 800). And I don't mean short block...I'm talking flywheel, stator, rave valves, starter...everything but pipe and carbs.

if I get ambisious tonight I've got one I want to pull.

 

[Sanford]

20 days later and no one posted the Yamaha 800 (66E) motor weight so...

My complete 951 weighs 127LBS with the EXTREMELY heavy oem pipe, starter, motor plate, relatively heavy PTO/coupler and billet head. (look at post #28 for reference). So subtract at least 25-30lbs for a fair comparison.

 

[Matt_E]

OEM 650 motor longblock (stock exhaust, but no fw/stator) weighs 83lbs per my scale.

So 701/760 should be very close to that.

 

[FL-cracker]

100lbs isnt to shaby

 

[WaveDemon]

ok boys, I weighed the 66e tonight I think this discussion needs it's own thread...


http://www.x-h2o.com/threads/26433/post-373424#post373424

 

[SXR-FOREVER]

thats really not as bad as I thought it would be..

951 w/ stock exhaust - 127lbs/130HP

Coffman exhaust, head, flywheel...etc...not a bad power plant!

 

[SXR-FOREVER]

Figured I'd bring this back to the top..

I took my motor out and weighed it..

It is complete ready to run with (just took it out of the ski all I did was empty excess water out of pipe):

R&D head
VFII's
JSU Spacers
Fly Arrestors w/ adaptors
Wetpipe

and the bedplate

It weighed 92.9 :eek5:

 

[subnsxr]

roughly 35lbs difference from the SXR? now we are getting heavy but I've shaved that much weight off my SXR already so we are back to stock weight. I guess the power increase will make up for that.

 

[SXR-FOREVER]

yea but thats with the HEAVY ass stock pipe on the 951...