Running the stock one with a Supercharged car could definitely do it. Crank sprocket and oil pump gear upgrade is recommended when installing a supercharger . I did it when I had my Supercharger installed at Brenspeed. Actually necessary or not I figured it was no brainer while everything was apart.I ran across this pic of a damaged crank sprocket and wanted to see what others thought could be the cause of this. I’ll take a guess and say it was tensioner related (too much slack in the primary chains and as a result, the chain kept slapping against the sprocket teeth).
Looks like a loose timing chain from the looks of the teeth. I'm no expert.
Whats it from?
Not sure. Chain stretch or something, probably not sitting on the gear right.
Do you bounce it off the rev limiter?I ran across this pic of a damaged crank sprocket and wanted to see what others thought could be the cause of this. I’ll take a guess and say it was tensioner related (too much slack in the primary chains and as a result, the chain kept slapping against the sprocket teeth).
That’s not a pic of my CS, but yes, I have bounced mine off the rev limiter on the 2-step just about every single time I’ve gone down the track, although I will say each time it was a gamble, but thankfully, the car has withstood it. Having said that, I’m not implying the Gen. 3 OPGs and CS are bulletproof. Here’s one video of a 7900 rpm launch.
Looks like perfectly normal link plate chain wear patterns.I ran across this pic of a damaged crank sprocket and wanted to see what others thought could be the cause of this. I’ll take a guess and say it was tensioner related (too much slack in the primary chains and as a result, the chain kept slapping against the sprocket teeth).
Looks like a Boundary sprocket. I believe they are the only ones that feature what they call a "burst ring" around the center of the sprocket.
I think there is a misconception that the billet aftermarket sprockets/ OPG's are harder than the stock stuff. In fact, the metal is softer than the stock powdered metal material, but many times stronger. The idea is that the softer metal wont shatter but instead is slightly flexible and can endure the shock and vibration that was breaking the OEM parts. I wouldn't expect the aftermarket options to last as long as the OEM parts in high mileage use.
I ran across this pic of a damaged crank sprocket and wanted to see what others thought could be the cause of this. I’ll take a guess and say it was tensioner related (too much slack in the primary chains and as a result, the chain kept slapping against the sprocket teeth).
There is quite the difference in manufacturing variances seen in those (2) images. Considering the bottom one is a stock crank sprocket from an S550, how is it that the aftermarket “unknown” is THAT much different and even still works properly as far as depth, chain contact location and teeth spacing?20k miles on my stock CS. Not the best pic, but if you zoom in you can see some very small impressions. Don't mind the dust, it's been sitting on the shelf for a few years.
