FEAD Basics

TT
F = Q/R Q=Torque
Q=FxR
TT = F + TS

Where: Ts
TT = Tight side tension
Ts = Slack side tension
F = Force applied at pulley pitch radius
R = Pulley Pitch radius
Accessories downstream from the crankshaft
will have higher hubloads

Q2
Tsys + T1+T2
Tsys + T1

Q4 Tsys + T1+T2+T3

Tsys Q3
Q1

Tsys + T1+T2+T3+T4

Tx = Qx/Pitch radius of pulley

FEAD Basics
F=2T F=2T*sin(45)

T T

T T 90 wrap
180 wrap

More Belt Wrap = Higher accessory hubloads

BUT

Less likely to slip TT uB

TS e
 FEAD Basics
TT

B h

Ts

H = (TT2 + TS2 + 2TTTS*cos B)1/2

Where: Tan h = (TT*sin B)/(TT*cos B + TS)

TT = Tight side tension
Ts = Slack side tension
H = Hubload
B = Wrap angle
h = Hubload angle
Relative hubload capacities of accessories
• Alternator - low
• Idler (6203 bearing) - low
• Idler (6303 bearing) - low/medium
• Idler (double row bearing) - medium
• A/C compressor - medium
• P/S pump - high
• Water pump - high
 Dynamic Accessory Torque
- All accessories and pulleys have a rotational moment of
inertia, J. Additional torque is required to accelerate or
decelerate the accessories during an engine transient
condition. Q = J*w
w = n*engine accel or decel rate

and since

Q = F*R, solving for F

F = J*w/R

Which shows that pulley ratio has a

Where: large impact on the Force required to
Q = Dynamic accessory torque rotate the accessory, since it affects
J = Rotational moment of inertia both the numerator and denominator.
w = acceleration of the accessory
n = Pulley ratio
F = Force applied at pulley pitch radius
R = Pulley pitch radius
The alternator is the most difficult component
to drive
The mechanical fan is a close second

Accessory Typical Pulley Ratio Typical Inertia (lbm-in^2)

Alternator up to 3:1 up to 14.50
Fan 1.2:1 to 1.4:1 up to 200*
A/C 1.25:1 to 1.6:1 8 to 10**
P/S 1.2:1 6 to 8
Water pump 1.2:1 to 1.4:1 approx 8

*Fan inertia is not fully coupled to system due to viscous clutch

** Total inertia when clutch is engaged, less when clutch is disengaged
Automatic Belt Tensioners
Advantages of Automatic belt tensioners:
• Belt tension is automatically set.
• Belt tension remains relatively constant over time, belt does not
loosen or have to be retensioned after mileage or time.
• Belt tension does not have to be “over tensioned” to
compensate for tension relaxation/belt stretch as on a fixed
center or jack screw system.
• Belt tension cannot be over tensioned during service or
installation. Results in less load on accessories and better
bearing and belt durability.
High mileage failure mode of belt is
cracking/chunking. Small pulleys and higher
span tensions are worse

Belt Material in Tension

Belt Pitch Line

Side view of belt bending around a pulley

Always package the tensioner on the slack side
of the crankshaft

Q2

Q4

Tsys Q3
Q1

Exit span of crank is lowest tension in system, needs to be controlled

for proper system function
 In general, pulley in line with arm tensioners
are better than offset pulley tensioners. Long
arm tensioners are generally better than short
arm tensioners.

Load on belt centered on pivot bushing Load on belt offset from pivot bushing
Maximize tensioner belt take up
• High wrap on pulley, long arm
• Less tension loss with belt stretch and wear
• Less tensioner arm motion and tensioner wear
Never, ever package consecutive backside
pulleys
Spec belt length as short as possible for belt
installation
• Belt misinstallation warranty ranks in top 3 causes for FEAD
warranty. Short belt ensures that belt must be in the grooves
of all pulleys or belt will not go over flange of final pulley during
installation.
• Tensioner arm angle at intended nominal angle, as tensioner
unwinds with longer belt, spring output drops
Long belt spans are better for alignment than
short belt spans.
Large belt entry angle

Short Span

Small belt entry angle

Long Span

*Ford internal design requirement is 1/3 degree max statistical

misalignment between pulleys using Variation Simulation Analysis.
Direct mount accessories to engine if possible.
Minimize stack across components. Keep
sheave line as close to front face of block as
possible.

• Improved mounting stiffness

• Improved alignment control