Hello all,
This is my first post on the Trawler forum. I own a motor sailor equipped with a 1987 Ford Lehman and I hope to tap in to the collective Ford knowledge of this forum.
I would like to extend my Ford Lehman SP135 (2725E) with a 250A 12V high output alternator. At normal cruising speeds that would yield about 150 to 180A of current flowing to the Lithium bank. A maximum of 250A won't be reached. The electrical system is setup to work with these and higher currents.
The alternator is serpentine belt driven and I have an AltMount pulley conversion kit for my engine type. Problem is that my crankshaft pulley (or balancer I believe the correct word is, not an expert) is not the stock type so the conversion kit won't fit. The crankshaft pulley is 2mm to wide for the slip-over serpentine conversion pulley to fit. I can't find the brand or type of the current double V crankshaft pulley but it may be one equipped with a damper.
In addition there are a few other peripherals that need to stay installed: a V-belt driven hydraulic pump for the anchor windlass and the current 60A V-belt driven alternator that I would like to keep as backup. There used to be a refrigerator compressor installed as well but I removed it.
I am now breaking my head on what would be the best way to install all of this and also ensure that it is a solid setup capable of dealing with all the forces with minimal wear on the parts. I am looking for advice on the following options or alternatives:
1) Replace current crankshaft pulley with stock FP6091909 double V-belt balancer and attach the slip-over conversion kit. That will make the crankshaft pulley, the coolant pump and the high-output alternator all serpentine driven. This is not recommended by American Diesel because of the supposedly higher failure rate of the coolant pump bearings but it is the way the conversion kit is designed to work. In addition there would need to be mounted a second double V-belt pulley on the front of the slip-over pulley to drive the hydraulic pump and second alternator. I might get it work with single V-belt as well. That would drive the pump which has a dual V-belt powering the alternator. This is an expensive option all together.
2) Do the same as option 1 but machine down 2mm of the current crankshaft pulleys to make the slip-over fit.
3) Abandon the idea of having the coolant pump and primary alternator serpentine belt driven. Keep the double V-belt crankshaft pulley/balancer that drives the current setup and use it as base to bolt the slip-over serpentine adaptor to the opposite way around with 6 slightly longer bolts. (see image for test fit). Now the serpentine adaptor pulley will directly drive the high output alternator. The latter will need to be fitted on a custom mount as it is placed somewhat further out from the engine that with options 1 or 2. But is this setup feasible as in strong enough and not imposing high wear on the engine?
I appreciate your thoughts on these options or alternatives perhaps. I attached images on the envisioned orientation of all the belts (V-belts in the image still), the serpentine adaptor (black) and current crankshaft pulleys.
This is my first post on the Trawler forum. I own a motor sailor equipped with a 1987 Ford Lehman and I hope to tap in to the collective Ford knowledge of this forum.
I would like to extend my Ford Lehman SP135 (2725E) with a 250A 12V high output alternator. At normal cruising speeds that would yield about 150 to 180A of current flowing to the Lithium bank. A maximum of 250A won't be reached. The electrical system is setup to work with these and higher currents.
The alternator is serpentine belt driven and I have an AltMount pulley conversion kit for my engine type. Problem is that my crankshaft pulley (or balancer I believe the correct word is, not an expert) is not the stock type so the conversion kit won't fit. The crankshaft pulley is 2mm to wide for the slip-over serpentine conversion pulley to fit. I can't find the brand or type of the current double V crankshaft pulley but it may be one equipped with a damper.
In addition there are a few other peripherals that need to stay installed: a V-belt driven hydraulic pump for the anchor windlass and the current 60A V-belt driven alternator that I would like to keep as backup. There used to be a refrigerator compressor installed as well but I removed it.
I am now breaking my head on what would be the best way to install all of this and also ensure that it is a solid setup capable of dealing with all the forces with minimal wear on the parts. I am looking for advice on the following options or alternatives:
1) Replace current crankshaft pulley with stock FP6091909 double V-belt balancer and attach the slip-over conversion kit. That will make the crankshaft pulley, the coolant pump and the high-output alternator all serpentine driven. This is not recommended by American Diesel because of the supposedly higher failure rate of the coolant pump bearings but it is the way the conversion kit is designed to work. In addition there would need to be mounted a second double V-belt pulley on the front of the slip-over pulley to drive the hydraulic pump and second alternator. I might get it work with single V-belt as well. That would drive the pump which has a dual V-belt powering the alternator. This is an expensive option all together.
2) Do the same as option 1 but machine down 2mm of the current crankshaft pulleys to make the slip-over fit.
3) Abandon the idea of having the coolant pump and primary alternator serpentine belt driven. Keep the double V-belt crankshaft pulley/balancer that drives the current setup and use it as base to bolt the slip-over serpentine adaptor to the opposite way around with 6 slightly longer bolts. (see image for test fit). Now the serpentine adaptor pulley will directly drive the high output alternator. The latter will need to be fitted on a custom mount as it is placed somewhat further out from the engine that with options 1 or 2. But is this setup feasible as in strong enough and not imposing high wear on the engine?
I appreciate your thoughts on these options or alternatives perhaps. I attached images on the envisioned orientation of all the belts (V-belts in the image still), the serpentine adaptor (black) and current crankshaft pulleys.
