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Serpentine belt vs stock - Cooling difference in T2?
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kintail
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PostPosted: Wed Mar 22, 2006 5:20 pm    Post subject: Serpentine belt vs stock - Cooling difference in T2? Reply with quote

As most are aware the stock pulley system has some built in slip in it's engineering. The Porsche 356 pulley set-up spins faster and aids cooling temp for a splitty but still maintains slippage issue.

Serpentine belts by design should have less slippage and I wondered if anybody had noticed a difference in oil/head temps using this system over stock in a splitty?

Just curious......
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thevanillaninja
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PostPosted: Wed Mar 22, 2006 5:45 pm    Post subject: Reply with quote

From what I've heard the use of serpentine belts versus V-belts is to prevent slippage at higher RPM's, mainly on race vehicles. The reason newer vehicles use a serpentine is to let one belt drive all the pulley-burdened accesories - a/c, water pump, power steering, abs, etc. Imagine all the belts you'd need! How big the pulley would be! Even some newer vehicles use V-belts for single accessories, mainly power steering and a/c, proving there's nothing wrong with the proven method.

I see no reason to NOT use a serpentine belt system, and it sure does look cool! but there's also no reason to not trust your V-belt for any stock app. - it's worked for that past 40+ years, why would it fail now?
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kintail
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PostPosted: Wed Mar 22, 2006 5:57 pm    Post subject: Reply with quote

I'm running the 356 and don't plan to changeover. Don't remember it being discussed before and though I would ask out of curioisty....
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derv
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PostPosted: Wed Mar 22, 2006 7:16 pm    Post subject: Reply with quote

How about these 'BMD' pulley tensioners? What are the affects/advantages of these on cooling/slipage?

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BarryL Premium Member
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PostPosted: Wed Mar 22, 2006 7:58 pm    Post subject: Reply with quote

In that picture it looks like a multi-gooved serpentine type belt. For normal engines I don't get the hype: they're too tight. Plus, some people have their v-belts twangin' like a high "E" guitar string. It's hard on the gen/alt bearing, the belt, and the #1 main. I've even heard some mechanics say it's hard on the crank to not be counter-pulled by another opposite device. When the engine gets hot the tower gets taller and the belt gets even tighter!
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thevanillaninja
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PostPosted: Wed Mar 22, 2006 8:12 pm    Post subject: Reply with quote

Again, the advantage for those is use on full-out race cars where cooling isn't a major issue and long-term wear isn't a factor. Tighter tolerances allow for very little flex which our motors really don't like, though not an issue and actually a requirement for newer, water pumping engines for things such as the water pump (where it must be driven all the time and NO slop allowed to avoid aeration of the coolant.)

With the V-belt setup, adjustment is easy as we've all added or taken away a few washers to allow for more movement. Unless that system uses some sort of spring-loaded tensioner, there is NO adjustment available without a new belt; and belt sizes usually go by the half-inch which doesn't allow for any change in tension.

EDIT: I just saw there is a slider on the smallest pulley, which does allow for adjustment. That's a good idea, but still doesn't allow in-motion slop the way V-belts will.
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bill may
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PostPosted: Fri Mar 24, 2006 7:37 am    Post subject: Reply with quote

if you run non stock fan belt setup,weld your fan. can explode since there is no slippage as stock setup does.
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