PSRU plans

[ADK]

Anyone know of a site where belt drive PSRU plans or design criteris are
explained or offered, specifically for auto engine conversions. Any sources
of aluminum gear-cog pulleys, belts etc.

[Ron Webb]

The belt drive sprockets sold for Harley Davidson motorcycles were one of
the few sources I could find.

My conclusion was that the cost of pulleys and belts was high enough to
negate any advantage of designing and building your own. Just buy the entire
drive. That way you get a proven system, that's not going to cause problems.
That is sort of important for an airplane...

http://www.northwest-aero.com/

If you insist on building something, a new process 208 transfer case off a
Ford 4 wheel drive pickup has all the parts for a silent chain drive 400
HP+ - and they can be had free (usually) from the local transmission shop.



"ADK" > wrote in message
news:kTlXf.11464$Ph4.6872@edtnps90...
> Anyone know of a site where belt drive PSRU plans or design criteris are
> explained or offered, specifically for auto engine conversions. Any
> sources of aluminum gear-cog pulleys, belts etc.
>

[Ernest Christley]

ADK wrote:
> Anyone know of a site where belt drive PSRU plans or design criteris are
> explained or offered, specifically for auto engine conversions. Any sources
> of aluminum gear-cog pulleys, belts etc.
>
>

Planetary gear reduction drives are robust and fairly simple to lay out.

--
This is by far the hardest lesson about freedom. It goes against
instinct, and morality, to just sit back and watch people make
mistakes. We want to help them, which means control them and their
decisions, but in doing so we actually hurt them (and ourselves)."

[stol]

Just remember that you have to address the thrust loads you will have.
The transfer case just delivers torque to a driveshaft in a rotation
mode. There are no thrust loads.....

[Ron Webb]

I said most of the parts are in there, not that they could be used without
modification.;^}

What I did was use the front half of the case, bolted to an aluminum plate,
that takes the place of the back half of the case. The sprockets are 1:1
ratio, and I eliminated the planetary gears (wrong configuration and too
heavy), Which is fine for testing, but it limits the final RPM to 2700 or
so, which yields about 200 HP with my 4.6l Ford engine. That's enough for me
for now, but different sprockets will eventually allow another 100 HP or so.

The plate side of both shafts is supported by NTN 6207 bearings. The specs
show allowable thrust loads that are adequate. I will be watching them
closely however.


"stol" > wrote in message
oups.com...
> Just remember that you have to address the thrust loads you will have.
> The transfer case just delivers torque to a driveshaft in a rotation
> mode. There are no thrust loads.....
>

[Ron Webb]

Inside the transfer case, there are 2 silent chain sprockets. They are both
the same size, so the ratio is 1:1.

That's fine for me right now, because I don't approve of running an american
V8 at 5000 RPM continuous and expecting it to hold up long term. At 2600
RPM, I get right at 200 HP. If I need more than that, it will be very short
term, and nitrous oxide injection can get me another 75 HP for a few
seconds. But I'm not there yet. 200 HP may be just fine all around.

If we insist on a 1.8:1 or so PSRU, different sprockets are available.
http://www.ramseychain.com/products.asp




To change this, I'm going to have to buy one or 2 new sprockets, and machine
the
"ADK" > wrote in message
news:_tDXf.28352$%H.13421@clgrps13...
> What ratios are available using transfer case drives?
>