cog pulleys
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From: Oregon
cog pulleys
hey guys have you seen the new setup from RPM outlet? the http://www.nloc.net/forum/showthread.php?threadid=85014
anyone thought about doing that? or is just plain unnecessary/not streetable? what do you all think?
anyone thought about doing that? or is just plain unnecessary/not streetable? what do you all think?
you need a little belt slip for the shift points.
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From: DETROIT, (formerly Eaton County, Michigan)
these are wise men, listen to them.
You Need belt slip. Think about when you shift and your RPM's drop by 1000 - 1500... Instantly.
That is like locking the brakes on the spinning s/c. with those tight tolerences, not a good idea
You Need belt slip. Think about when you shift and your RPM's drop by 1000 - 1500... Instantly.
That is like locking the brakes on the spinning s/c. with those tight tolerences, not a good idea
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From: FL
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From: Gainesville, FL.
Originally posted by FLBigDog
It really sounded sweet as hell on that cobra though, like a damn jet engine.
-Patrick
It really sounded sweet as hell on that cobra though, like a damn jet engine.
-Patrick
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From: FL
Originally posted by typhoon43
Not nearly as sweet as the sound of an Eaton seizing with the even sweeter smell of burnt belt... mmmmmmmm.... I can almost smell it now....
Not nearly as sweet as the sound of an Eaton seizing with the even sweeter smell of burnt belt... mmmmmmmm.... I can almost smell it now....
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From: Kihei, HI (most of the time)
This thread takes me back to when I first looked at the lower pulley and spring tensioner and said "Why did Ford spend so much money on these parts?" The lower pulley has a rubber hub and an outboard support bearing. All designed to absorb shock and counter the upward thrust loading on the crank nose. The spring type belt tensioner plays into the same equation. When there is a high impusive load, it will relax and allow belt slip. Yet the aftermarket systems use a fixed tensioner. Probably not a good idea.
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From: SE Mich
The spring type belt tensioner plays into the same equation. When there is a high impusive load, it will relax and allow belt slip. Yet the aftermarket systems use a fixed tensioner. Probably not a good idea.
The largest load on the blower sheave line comes during acceleration of the motor. This load is 90% on the drivers side. The spring loaded idler simply keeps slack out of the belt. Along with accounting for belt stretch over time.
I'm not sure who came up with the aftermarket idler that increases belt wrap *on the drvr side* (right next to the blower pulley). But they clearly did not understand some F.E.A.D. basics.
Rich
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From: Houston
Back a few years ago when I had a 93 mustang with a cogged ATI procharger, we had tons of troubles with that setup. The belt would kick off unexpectedly, and there were lots of reports of broken crank snouts due to the fixed idler pulley. I'll take a *little* belt slip any day.
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From: SE Mich
The real issue with a coged system comes at the shift points. When the motor suddenly changed rpms it's trying to overcome all the accessories rotating masses.
BTW: A little known secret about OEM FEAD systems. (they all slip) Shhh!
Rich
BTW: A little known secret about OEM FEAD systems. (they all slip) Shhh!
Rich
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From: irving, texas
there is a guy that drives around where i live that has 3 68 camaro ss's with 502s all built the same with 8-71's on them. he goes by redman. anyways all of his are street driven (believe it or not) cogged blower setups. apparently its not too much of an issue.
