Carlsson pulley?
07-12-2006, 11:02 PM
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E55
Carlsson pulley?
I've done many searches here and on the net and cant find any info on the Carlsson pulley's?The Carlsson kit changes the SC pulley and not the crank balancer right?Is there a web site with info and prices somewhere?I found a web site with wheel info but no pulley info or prices?
Are they easy to change out?Anybody here running one?Is it just the SC pulley that gets changed or does the idler/tension pulley get changed also?
Are they easy to change out?Anybody here running one?Is it just the SC pulley that gets changed or does the idler/tension pulley get changed also?
07-13-2006, 08:57 PM
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2003 E55 AMG
Most likely no one here is running a Carlsson pulley..
BTW, all of the boost kits out there increase boost by replacing the CRANKSHAFT pulley.. The S/C pulley is part of the clutch assembly and cannot be removed/replaced by itself.
The Crankshaft pulley has 2 pulley ridges.. 1 ridge (6 rib) drives the accessories (the inside ridge) and the outside ridge (8 rib) drives the supercharger.
BTW, all of the boost kits out there increase boost by replacing the CRANKSHAFT pulley.. The S/C pulley is part of the clutch assembly and cannot be removed/replaced by itself.
The Crankshaft pulley has 2 pulley ridges.. 1 ridge (6 rib) drives the accessories (the inside ridge) and the outside ridge (8 rib) drives the supercharger.
07-13-2006, 11:16 PM
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Thanks Vrus,
I understand the whole crank pulley deal,but I thought some people in here had the Carlsson SC pulley.Is it too hard of a part to get,thats why nobody uses them?Does the Carlsson SC pulley have its own clutch or do they still use the stock oem one?
I understand the whole crank pulley deal,but I thought some people in here had the Carlsson SC pulley.Is it too hard of a part to get,thats why nobody uses them?Does the Carlsson SC pulley have its own clutch or do they still use the stock oem one?
07-14-2006, 01:04 AM
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SL55 AMG, 2006 Range Rover Sport with Kahn Design Package
The CK 55 kit is indeed a 5 part pulley kit, 4 pulleys and the vibration damper.
Last edited by art@kronen; 04-11-2007 at 10:08 PM.
07-14-2006, 02:15 AM
#6
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Originally Posted by adam@kronen
The CK 55 kit is indeed a 5 part pulley kit, 4 pulleys and the vibration damper.
Thanks
Trending Topics
07-14-2006, 02:27 AM
#8
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Originally Posted by adam@kronen
Ok, i will get you a reply tomorrow! Please remind me via pm!
07-14-2006, 05:48 AM
#9
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Adam I would be intrested as well...
Rflow..why do you need these set UP ???
Any probs with ASP pullies ??? I am about to order one
Anyone know who much do Evosport pullies cost alone ???
Rflow..why do you need these set UP ???
Any probs with ASP pullies ??? I am about to order one
Anyone know who much do Evosport pullies cost alone ???
07-14-2006, 08:09 AM
#10
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Originally Posted by M5 RUS
Adam I would be intrested as well...
Rflow..why do you need these set UP ???
Any probs with ASP pullies ??? I am about to order one
Anyone know who much do Evosport pullies cost alone ???
Rflow..why do you need these set UP ???
Any probs with ASP pullies ??? I am about to order one
Anyone know who much do Evosport pullies cost alone ???
07-14-2006, 08:32 AM
#11
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OK...is there any probs with belt slippage like old version EVO pulllies ???
Who has smaller pullies Carlsson ???
I also oder 515 Dayco belt right ???
Who has smaller pullies Carlsson ???
I also oder 515 Dayco belt right ???
07-14-2006, 09:34 PM
#13
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Carlsson pulley's
Dose any one know if there is any sales literature with prices explaining the components of the Carlsson kit?
Is there any advantages or disadvantages over other kits?
The small blue tensioner makes sense but a smaller s/c pulley is a step backward if we are talking about "belt footprint area" I can't really see where this kit has any advantages over others.
Wouldn't torque required to drive the s/c be exponential over RPM? if so, rather than go small pulley, I would leave the stock one alone and whack on a larger crank version then focus on making the belt stick to the little bugger.
I've been working on this problem for a while now as top end slip has been robbing me of power where it counts. I'll post a very cheep off the shelf solution shortly for those with larger pulleys. (after I test the solution first, so far it works fine)
Is there any advantages or disadvantages over other kits?
The small blue tensioner makes sense but a smaller s/c pulley is a step backward if we are talking about "belt footprint area" I can't really see where this kit has any advantages over others.
Wouldn't torque required to drive the s/c be exponential over RPM? if so, rather than go small pulley, I would leave the stock one alone and whack on a larger crank version then focus on making the belt stick to the little bugger.
I've been working on this problem for a while now as top end slip has been robbing me of power where it counts. I'll post a very cheep off the shelf solution shortly for those with larger pulleys. (after I test the solution first, so far it works fine)
07-14-2006, 09:54 PM
#14
Originally Posted by rflow306
No problems with the asp whatsoever. I am interested in the small blue bracket and bolt that keeps the tensioner from springing back up under load. I would also consider the smaller upper supercharger pulley to run more boost.
Ted
07-14-2006, 10:33 PM
#15
Originally Posted by Finny
Dose any one know if there is any sales literature with prices explaining the components of the Carlsson kit?
Is there any advantages or disadvantages over other kits?
The small blue tensioner makes sense but a smaller s/c pulley is a step backward if we are talking about "belt footprint area" I can't really see where this kit has any advantages over others.
Wouldn't torque required to drive the s/c be exponential over RPM? if so, rather than go small pulley, I would leave the stock one alone and whack on a larger crank version then focus on making the belt stick to the little bugger.
I've been working on this problem for a while now as top end slip has been robbing me of power where it counts. I'll post a very cheep off the shelf solution shortly for those with larger pulleys. (after I test the solution first, so far it works fine)
Is there any advantages or disadvantages over other kits?
The small blue tensioner makes sense but a smaller s/c pulley is a step backward if we are talking about "belt footprint area" I can't really see where this kit has any advantages over others.
Wouldn't torque required to drive the s/c be exponential over RPM? if so, rather than go small pulley, I would leave the stock one alone and whack on a larger crank version then focus on making the belt stick to the little bugger.
I've been working on this problem for a while now as top end slip has been robbing me of power where it counts. I'll post a very cheep off the shelf solution shortly for those with larger pulleys. (after I test the solution first, so far it works fine)
Ted
07-14-2006, 11:26 PM
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S600TT, R350
I've been working on this problem for a while now as top end slip has been robbing me of power where it counts
I had to video tape the belt during acceleration run and slow replay speed down in order to see what exactly was happenning.
As RPMs climb past 4200, the belt goes into osciliations on the long side where it leaves the kompressor pulley down to crankshaft pulley. This wave than travels through all of the pulleys until it reaches tensioner which causes it to violently bounce off upper limit.
Locking the tensioner only causes the belt to fly off one tooth and eventually fail.
In order to keep this from developing I installed an additional pulley along long side of the belt that keeps oscillations to a minimum. In addition we are able to use longer 52.5'' belt that allows more travel for the tensioner. Now with the new kit the harmonic waves are reduced considerably and tensioner does not hit upper limit.
This new revised kit is now what evosport sells.
07-15-2006, 12:25 AM
#17
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Originally Posted by Vadim @ MBLN
When larger crankshaft pulley is used with even 1'' longer belt, belt stretches due to harmonics and causes the tensioner to run up against upper stop and allow the belt to slip and jump a tooth.
I had to video tape the belt during acceleration run and slow replay speed down in order to see what exactly was happenning.
As RPMs climb past 4200, the belt goes into osciliations on the long side where it leaves the kompressor pulley down to crankshaft pulley. This wave than travels through all of the pulleys until it reaches tensioner which causes it to violently bounce off upper limit.
Locking the tensioner only causes the belt to fly off one tooth and eventually fail.
In order to keep this from developing I installed an additional pulley along long side of the belt that keeps oscillations to a minimum. In addition we are able to use longer 52.5'' belt that allows more travel for the tensioner. Now with the new kit the harmonic waves are reduced considerably and tensioner does not hit upper limit.
This new revised kit is now what evosport sells.
I had to video tape the belt during acceleration run and slow replay speed down in order to see what exactly was happenning.
As RPMs climb past 4200, the belt goes into osciliations on the long side where it leaves the kompressor pulley down to crankshaft pulley. This wave than travels through all of the pulleys until it reaches tensioner which causes it to violently bounce off upper limit.
Locking the tensioner only causes the belt to fly off one tooth and eventually fail.
In order to keep this from developing I installed an additional pulley along long side of the belt that keeps oscillations to a minimum. In addition we are able to use longer 52.5'' belt that allows more travel for the tensioner. Now with the new kit the harmonic waves are reduced considerably and tensioner does not hit upper limit.
This new revised kit is now what evosport sells.
07-15-2006, 01:26 AM
#18
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Parts Who Has em?
I hope that some distributors watching here will sell these items separately for those individuals with existing large pulley setups... if not... I will produce them myself and sell them at cost for some fun.
The engineering involved is a no brainer... I'm already working on the tensioner add on since no one will sell it separately. Obviously no big profits here... ha
Theses minor mods also help reduce power robbing richness up top as well.
Unfortunately these parts should have been included in all s/c pulley kits considering the substantial amount spent. These are truly gold plated harmonic balancers...
Stay tuned folks...
The engineering involved is a no brainer... I'm already working on the tensioner add on since no one will sell it separately. Obviously no big profits here... ha
Theses minor mods also help reduce power robbing richness up top as well.
Unfortunately these parts should have been included in all s/c pulley kits considering the substantial amount spent. These are truly gold plated harmonic balancers...
Stay tuned folks...
07-15-2006, 01:30 AM
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Originally Posted by Finny
Unfortunately these parts should have been included in all s/c pulley kits considering the substantial amount spent. These are truly gold plated harmonic balancers...
You mean considering the price they charge for them!
07-15-2006, 03:32 AM
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2003 E55
Originally Posted by Vadim @ MBLN
When larger crankshaft pulley is used with even 1'' longer belt, belt stretches due to harmonics and causes the tensioner to run up against upper stop and allow the belt to slip and jump a tooth.
I had to video tape the belt during acceleration run and slow replay speed down in order to see what exactly was happenning.
As RPMs climb past 4200, the belt goes into osciliations on the long side where it leaves the kompressor pulley down to crankshaft pulley. This wave than travels through all of the pulleys until it reaches tensioner which causes it to violently bounce off upper limit.
Locking the tensioner only causes the belt to fly off one tooth and eventually fail.
In order to keep this from developing I installed an additional pulley along long side of the belt that keeps oscillations to a minimum. In addition we are able to use longer 52.5'' belt that allows more travel for the tensioner. Now with the new kit the harmonic waves are reduced considerably and tensioner does not hit upper limit.
This new revised kit is now what evosport sells.
I had to video tape the belt during acceleration run and slow replay speed down in order to see what exactly was happenning.
As RPMs climb past 4200, the belt goes into osciliations on the long side where it leaves the kompressor pulley down to crankshaft pulley. This wave than travels through all of the pulleys until it reaches tensioner which causes it to violently bounce off upper limit.
Locking the tensioner only causes the belt to fly off one tooth and eventually fail.
In order to keep this from developing I installed an additional pulley along long side of the belt that keeps oscillations to a minimum. In addition we are able to use longer 52.5'' belt that allows more travel for the tensioner. Now with the new kit the harmonic waves are reduced considerably and tensioner does not hit upper limit.
This new revised kit is now what evosport sells.
Posting the video would be very useful to all. Please.
07-15-2006, 05:53 AM
#21
Super Member
Possible Solution...
Originally Posted by Vadim @ MBLN
Locking the tensioner only causes the belt to fly off one tooth and eventually fail.
Rather than using this add on device to "stop or lock" the "bounce oscillation" I've adjusted the device to add more pressure on the belt. Presto ! No more spat belts even over 5K plus all day at the track. Not the best solution but it works.
The best solution would be to increase the variable sprung tension to keep the belt tension constant over wear & stretching through different temperature ranges.
Secondly, would be to put a fixed idler pulley on the other side of the s/c pulley to help wrap the belt further around the s/c, this would increase the belt foot print and thus increase high RPM traction.
I'm still looking forward to a financially viable commercial solution.
07-15-2006, 06:31 AM
#22
Originally Posted by Finny
Interesting.... I've found that the existing stock standard s/c tensioner has inadequate tension to accommodate the higher torque and RPM generated by larger pulleys.
Rather than using this add on device to "stop or lock" the "bounce oscillation" I've adjusted the device to add more pressure on the belt. Presto ! No more spat belts even over 5K plus all day at the track. Not the best solution but it works.
The best solution would be to increase the variable sprung tension to keep the belt tension constant over wear & stretching through different temperature ranges.
Secondly, would be to put a fixed idler pulley on the other side of the s/c pulley to help wrap the belt further around the s/c, this would increase the belt foot print and thus increase high RPM traction.
I'm still looking forward to a financially viable commercial solution.
Rather than using this add on device to "stop or lock" the "bounce oscillation" I've adjusted the device to add more pressure on the belt. Presto ! No more spat belts even over 5K plus all day at the track. Not the best solution but it works.
The best solution would be to increase the variable sprung tension to keep the belt tension constant over wear & stretching through different temperature ranges.
Secondly, would be to put a fixed idler pulley on the other side of the s/c pulley to help wrap the belt further around the s/c, this would increase the belt foot print and thus increase high RPM traction.
I'm still looking forward to a financially viable commercial solution.
Ted
07-15-2006, 06:38 AM
#23
Originally Posted by Vadim @ MBLN
When larger crankshaft pulley is used with even 1'' longer belt, belt stretches due to harmonics and causes the tensioner to run up against upper stop and allow the belt to slip and jump a tooth.
I had to video tape the belt during acceleration run and slow replay speed down in order to see what exactly was happenning.
As RPMs climb past 4200, the belt goes into osciliations on the long side where it leaves the kompressor pulley down to crankshaft pulley. This wave than travels through all of the pulleys until it reaches tensioner which causes it to violently bounce off upper limit.
Locking the tensioner only causes the belt to fly off one tooth and eventually fail.
In order to keep this from developing I installed an additional pulley along long side of the belt that keeps oscillations to a minimum. In addition we are able to use longer 52.5'' belt that allows more travel for the tensioner. Now with the new kit the harmonic waves are reduced considerably and tensioner does not hit upper limit.
This new revised kit is now what evosport sells.
I had to video tape the belt during acceleration run and slow replay speed down in order to see what exactly was happenning.
As RPMs climb past 4200, the belt goes into osciliations on the long side where it leaves the kompressor pulley down to crankshaft pulley. This wave than travels through all of the pulleys until it reaches tensioner which causes it to violently bounce off upper limit.
Locking the tensioner only causes the belt to fly off one tooth and eventually fail.
In order to keep this from developing I installed an additional pulley along long side of the belt that keeps oscillations to a minimum. In addition we are able to use longer 52.5'' belt that allows more travel for the tensioner. Now with the new kit the harmonic waves are reduced considerably and tensioner does not hit upper limit.
This new revised kit is now what evosport sells.
Ted
07-15-2006, 08:58 AM
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The updated pullies that Vadim just described is what Evosport sent me to retrofit into my car.
Once I get the car on the dyno and I see the A/F doesn't dive below 10:1 after 4,000RPM I'll know if they are working or not.
Once I get the car on the dyno and I see the A/F doesn't dive below 10:1 after 4,000RPM I'll know if they are working or not.
