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Lonnie.... You have touyched on the problem comparing the Corvette drive routing with the modified NHCs. That is the fact that the idler used in the Corvette is used to add belt wrap (the number of degrees the belt wraps around the driver) due to accessory drive positioning requirements and is...

Some of us have over 40 years of experience AS engineers in this industry. Some of us have RUN the NATO 400 hour durability test and have seen failures of this type. Some of us DO NOT have to guess on the outcome. Some of us finally DO know what we are doing.

You won't think it is moot when you launch that pulley into low earth orbit because it is on the wrong side of the belt. Which was the point of specificity doghead was making and I was agreeing with in generalities.

If you have an odd number of gears, counting the driver on the crank and the driven on the accessory pulley, you have engine rotation at the accessory pulley. If you have an even number of gears, you have a counter rotating output. Simple to determine-count the gears after pulling the geartrain...

Either the crank pulley drives the accessory drive pulley (I agree that this instance the front geartrain crankshaft mounted gear is the initial driver, which is fixed to the crank pulley by the crank snout, but that simply means you must follow the rotation from the crank-the input- through...

You guys need to look at the total belt routing. The "driver pulley" is ALWAYS the crankshaft and the multiple belt "drivers" are determined by the relationship of the crank pulley to the aux pulleys in order of engine rotation. Doghead has the right theory and description-confirmed by both...