Ben Goren wrote: > Very interesting! That exact design won't work, as I'm keeping the V8 -- > but the basic geometry is very similar to what I have in mind.
Understood; I was thinking that it might be easier to modify the combiner output shaft to be double-ended so that one side attaches to the tranny output and the (shortened) driveshaft attaches to the other, possibly with the torque combiner bolting right up to the tranny much like some transfer cases do. > Thanks for that. I'm not sure I'm understanding the math right, but I > *think* Harley belt drives are supposed to be tensioned to 10 lbf. I think > I'm reasonably sure that I've got the order of magnitude right, at least. > Using 10 lbf radial, 100 lbf axial (the motor's torque rating), and 5000 > RPM, I get a rating of close to 2 million hours. Just for giggles, if I > make it 100 lbf for both, it still has about a million hours rating. > > Any chance you can tell me if I've at least got the right order of > magnitude? If so, I'm not going to worry. Even if it only has a 10,000 > hour lifespan, that's still over half a million miles at freeway speeds. Sorry; I'm an EE, not ME ;^> I suspect that it is not just the static load of the belt tension, but the tension added to one side of the belt/chain when the motor is delivering torque. I would not use the peak torque load, but the typical cruising condition; perhaps estimate RPM and HP required at 40mph and then figure out how much tension is added to the tension side of the belt under that torque load. Cheers, Roger. _______________________________________________ UNSUBSCRIBE: http://www.evdl.org/help/index.html#usub http://lists.evdl.org/listinfo.cgi/ev-evdl.org For EV drag racing discussion, please use NEDRA (http://groups.yahoo.com/group/NEDRA)
