Hey everyone i decided i wanted a gilmer drive on my 1200 with an A14 engine..
so i gave it a go aand i succeded!!

i know a few people are interested in doing this and just thought i'd post it up and see if anyone may need step by step help kinda like a D.I.Y. thread on this as i done all the work myself and im a qualified mechanic so its been done properly.. so is anyone interested in a D.I.Y. thread on how to install a gilmer drive Kit?

heres a few pics on how it turned out..

i could well be man, but whats the benefits of them? have you noticed much power increase/response/torque? just for those (like me) that dont know haha

mate i think theres just less slip on the belt at high rpm and makes a loud winy noise like its supercharged.. i done it just for the noise i honestly dont think theres much if any performance gains..

Performance will be a little less. That wide belt takes a bit o friction to turn it.

in Japan racing, they use a gilmer belt thats only about 15mm wide, about the same as the stock V-belt -- but it won't slip like a stocker.

And it looks really cool.

looks good mate , love the sound they make

yeah love the sound nice work mate.

may as well do a DIY for the gilmer drive then u can add it to the WIKI

Yes please!

hell yea how much did it set you back for all the pullys and belt ?

DD do you know if those 15mm setups are available outside of japan? and yes prices lol

There can be one 'big' drawback with these. A lot of the kits/adaptations end up spacing the belt centreline further forward, and this puts a disproportionately large stress on the bearings. generally alternators handle it pretty well, but water pumps don't. On the other hand, due to the nature of the belt/interlock with the pulley, you don't have to run a lot of tension to get grip (on that front 90% of people overtighten conventional v belts massively). So done right, you can 'get back' what you'd 'lose' as far as bearing life if it's not too far forward and it's not ridiculously tensioned

NOW to be FAIR the conversion you've done here actually isn't too bad on that front! And that actually puts it in a relative minority. Well done mate.

As long as you keep the belt tension and pulley placement right - about the only other thing to keep an eye on is to ensure the tooth count and subsequent drive ratios are a close match to the pulley diameter size ratios for the crank/waterpump/alternator. If you intend going really hard and high rpm, you could conceivably just run larger pulleys on alternator and w/pump and you're golden.

Out of interest - what did it cost you all up? I'm looking at such a setup (well not for the current ancillaries) to drive a supercharger. At the moment I'm seriously looking at just 'sourcing' the cam pulley (or a couple of them) and belt from a belt driven ohc engine (probably an rb30 since there's more than a few at the wreckers at the moment). Of course that limits me to a 1:1 ratio. bUt thankfully that is pretty much spot on.

Are there any listings/catalogues available where they offer a range of pulleys for the same belt tooth spacing (are there heaps of different tooth sizes around - I've never actually thought to look - for all I know they might only use a couple of common sizes or something) - anyone got a cheap source for the pulleys? (it'd be nice to have the option to alter the boost curve, but I'll live with 1:1 and a sc14 if not)