A few notes:
1. I hate websites that force video or audio on me.
2. That coupler is ridiculous. Nobody puts their M62 through more than I do, and I don't have coupler issues.
has nosedrives for less, and a proven reputation. They also have a better warranty than PSE'* 30-day.
4. Their supercharger prices and warranty are also worse than www.canadiansupercharger.com
(our preferred vendor).
PSE USES ONLY FACTORY COUPLERS IN ALL REMANUFACTURING
We have found many different types of odd, homemade type couplers in the core superchargers that get exchanged through PSE Superchargers, and all of these couplers fail. Many customers donít understand why they canít just replace the coupler to suppress the noise and keep going. The reason why is that the coupler does not wear out on its own. You see through time that the nose bearings start to wear at approx. 70-100k miles (sometimes even sooner if lubrication has been compromised due to leaks). The bearing material called ďchromingĒ starts to come off the surface of the bearings and then contaminates the lubricating oil. These small, abrasive metal particles work their way between the drive pins and the coupler and wear the moly coupler holes making them larger causing a loose condition which is heard as a rattling noise. The oiling system in your Original supercharger is called an ďoil bathĒ. That means that all the parts inside the nose drive assembly use the same oil, including the bearings behind the two gears. Thatí* right, there is two more bearings in the same oil bath behind the two drive gears that you canít see. Because of the bearings already breaking down, and because of the abrasive material lodged in the bearings and still present in those hidden areas, replacing the coupler is simply a temporary reduction of noise, and not a fix at all. The supercharger will again start to make noise in a very short period of time. This is why we donít like to send out a nose drive assembly when the car has more then 50K miles because most of the time all of these bearings need to be replaced. Replacing these bearings requires a lot of work and machinery and is best left up to the remanufacturer.
Factory couplers are inferior to our preferred aftermarket couplers. Their statements in the paragraph above are false. Coupler'* wear because of the reisitive force of the mass of the rotors on accelleration. The coupler is softer than the metal parts for a reason, to decrease the shock load on the supercharger when the engine RPM'* abruptly increase.
Their claim that simply replacing the coupler doesn't solve the problem is also false. We have dozens of high-mileage coupler-only changes each year here, and I have yet to see one of those couplers fail prematurely. Bearings should be replaced when they need to be replaced, not when the coupler (which is intentionally designed to be the weak link) fails. I've rebuilt my share of superchargers to know better. They have some pretty interesting theories and exaggerated claims on their website when compared to our experience here.
I'm not trying to bash you down here at all, but only to point out a few issues with their logic and products. They are in the business of making money from your wallet. We're in the business of saving it for our members.