On Oct 30, 6:40 pm, "Garland Gray II" wrote:
I used to use Gates, but now I've been using Dayco Topcog belts that are
sold at Advance. They were recommended as better, and certainly seem
tougher.
BTW, you aren't using the Gates belt with Kevlar are you ? I tried them once
resulting in rapid, repeat failure. From a call to Gates I learned that if
any sheave is below a certain diameter, kevlar reinforced belts will not
last.
More on the subject:
Update and probably a conclusive answer to my earlier question...
I went and talked with the kind folks at Zahnheiser's in Solomons
today. They dragged out the Perkins manual and specific belts
information as well. They had different belts for "old" and "new"
4-154s. New was defined as post-1981, which makes mine the "old"
model.
The specific Perkins belt for our engine is a 9.5-10mm (25/64") X
1260mm (49 5/8"), and equates to a Carquest XL 7490. It's skinnier
than the ones I'd been using, so fits in the sheave correctly, rather
than riding on top as the others I'd used did.
That Perkins part number equivalent in Carquest is a cogged belt (not
that it drives via teeth, but that it isn't solid), and matches the
one I have just bought from NAPA, their # 7480. The one I have on now
is a 7483, which is 1/4" longer, at 48 7/8" and I returned the even
longer one, a 7485, at 49 1/8".
So, apparently the original belt is almost 50" long. That, on my
engine, anyway, would run out of adjustment almost immediately.
However, the significant information is that it's a 25/64th belt, and
cogged, presumably working to greatly reduce heat due to more surface
area and better flex characteristics. I'll see how long the one I
have lasts, and return the longer belt if I can get the shorter one
on, as I presume I'll be able to do.
The "new" Perkins belt Perkins part number is 2614B040 and there was
not a translation on any other belt, nor did they stock them, so I
don't know the specs on it - but at least, there's the part number for
those who may not have it.
Also, it's the opinion of the mechanic that the main pulley could
likely be machined out to a 1/2" profile (sufficient material), but
they didn't do that sort of work there, feeling it was too highly
precision for them. If I had the luxury of doing it in a layover, I
could make that happen, probably, by removing it and taking it to a
machine shop. Using a similarly cogged belt in a 1/2 sheave would
likely last longer - but I have the feeling that this will resolve
most of my challenges. Between a heat problem killing similar belts
to that which I was using, and the wrong sized belt for the drive
pulley, I can see why I'd kill the belts I was using...
So, keep reading my logs for further analysis and reports - but for
now, that's the skinny (pardon the expression).
L8R
Skip
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