Looks friggin sweet......
And I bet it preforms too!

 

Sorry there Grey03 your mistaken where the belt load comes from. It's not the spring loaded tensioner. All that thing does is to keep slack out of the belt.

The high loads (& vectors) come from a combination of things going on.

Think of how a 10 speed bicycle chain works, and you'll understand.

Rich

 

Let me re-iterate what I said before.

If you had a cogged type setup, or gear driven chain (like your bicycle reference) then your theory is correct, but with a ribbed serpentine belt setup, the auto tensioner is the only thing creating load on the belt trying to make the belt contact the pulleys as much as its spring will allow.


There is no adjustment for belt tension period. My blower belt is going to have just as much tension as yours as will anybody else's belt thats using the stock Ford tensioner, no matter what pullies they are running.

The only way to put more tension on the current setup is to put a larger, higher rated spring in the tensioner, but to do that you would most likely have to redesign the tensioner assembly.

Keep in mind the stock Ford tension has a "working range". what that means is the spring needs to be in a certain range where it works effectivley, anything below or above that range changes its ability to keep tension on the belt, not only on accel, but on decel as well.

AY 2004

 

ok...

Let me put it this way.

I was a F.E.A.D. engineer for Ford for 6+ years.

To you I am a genuine guru on this subject.

Simply put, your wrong. Nor do I have the time or patience to teach you via a BB out here on the www. Nor do I want to argue this point with ignorant *opinionated* armchair engineers.


They spent $$$ & upped the bearing capabilities on the snout for a very *valid* reason.


Regards & no maliciousness intended, Rich

 

where's the "i'm with stupid" smiley? LOL


go work on your truck JJ..

 

Who is arguing?

I have given plenty of facts to back up what I know for a fact how auto belt tensioners work and you have done nothing but bail out on your thoughts and theories.

You worked for Ford and hopefully someone there taught you about the spring loaded tensioners working range, did they not?

None taken



ps, my apologies to the thread starter and to JDM for this thread getting slightly off subject, I will only discuss belt tension and its related components in a different thread, thanks.

 

So, does the stock eaton only have bearings in the rear of the nose? What is in the front a bushing?

 

Lightning Bob,

Looks Awesome....that Charles Warner is one Smart Cookie. (like Brooks)

teamsvt2002,

Why would you want to mess with a Blower that has been flow tested and has numerous hours on a Blower Dyno to ensure quality and maximize flow?

Easter,
Why did you have to have your KB warrantied?

Jim

 

I thought the bearings in the nose went bad. I put a mechanics ear to the nose and it was making grinding sounds at the bearing. So, I returned it to KB. They sent me a new case with new rotor packs. I'm not sure if they replaced any bearings in the nose. It is for sale on ebay w/o reserve because I will always wonder if it will go bad and when.

 

I have to agree with WOT on this one.

Here are a couple "real world scenarios" that I can quickly think of to validate my opinion.

1) While standing in front of the truck with it running and in park, rev the throttle and watch how much the tensioner moves. Considering all the slack is not taken up in the spring or the tensioner tab isn't broken off yet it will move along the travel of the spring.
2) Ever remove/replace a belt that is like a year old........it is at least an inch longer than a new one of the same length.

More thoughts........the initial rev (moment of force) on the snout is an exponential number that will gradually lessen all while the tensioner is in motion. Also notice when you accelerate the motor all the slack is removed from the belt..........

I am not sure how clearly I described that but whatever

--Joe

 

Geeez, all this tension about tension. Anywho, congrats on the new blower Bob, I'm sure you're gonna like it. Also, way to go JDM for giving the Lightning community another choice for increased performance at a pretty good price, John H.

 

Cuz I want more power

 

Like someone mentioned before. I wonder if porting the outlet would give any HP increase. The outlet looks the same as the stock eaton.

 

Sorry about all the tension on tension thing... I get a little **** about people stating thier *opinion* as facts in an area that I ...kinda.... sorta..... know a little something about.

OK back on topic,

I'm not a JDM fan, but this product sure is a positive thing for the Lightning / HD community. And I'd think as well for them as a business.



Rich

 

This tensioner thing has got me thinking. If there were no tensioner, there would be no load on the pulley. The maximum load on the pulley is dictated by the tensioner right? That's because the maximum force that the belt can exert on the pulley is limited by force of friction. The static friction is defined as the normal force times the static coefficient of friction times the surface area. Once this force is exceeded, the belt will simply slip. The larger idler pulleys work by increasing the surface area thereby increasing the static force of friction. Conversely, the ribbed pulleys work by increasing the the coefficient of friction. Given the alignment of the idler pulleys, the only load on the cantilever snout of the blower is in a downward direction. The easiest way to characterize this load, and the effect that the tensioner has, would be to use a large fishing scale. Simply remove the blower belt of the blower; and then hook it to the scale. Raise the scale until the belt tensioner is it's "normal" orientation. At this point, the reading on the scale is the load on the pulley. You could actually measure the force at different points on the tensioner's swing to see what affect this has on the load. Be sure to keep the scale parallel to the face of the engine so as not to introduce a second force vector.