TaboII

Ok what’s the deal with this special belt-tensioning tool. Belts are belts why can’t we all just use a normal belt-tensioning tool and convert the numbers from metric to us standard. Why the absolute need for this WAY over priced tool from Porsche. The goal is to set the correct tension on the belt. I looked at the procedure in the factory manuals I cannot see what there is a need to use this special tool only when a much less expensive alterative is available. The tolerances in our cars are not this tight how can the belt be any diff. Please explain this to me

Or has Porsche convenced every one that this tool is an absolute because they can????? <img src="graemlins/jumper.gif" border="0" alt="[jumper]" /> <img src="graemlins/icon501.gif" border="0" alt="[icon501]" />

Operator

you dont NEED it...
one can tension the belts by "feel" just fine if one has enough experience with that sort of thing.

KW951

I recently did this job, and found that the Porsche tool was a very precise piece of equipment. Unfortunatly tiny differences in how you tightened the belts could make huge differences in belt tension. In the end I decided to do the 90 degree twist method to intially tension the belt, and then use the clicker tool Marcus Blaszak uses to verify I was in spec.

Bob S. 1984 Silver

I see a shift from "You gotts definitely use this tool" to "You know, this may be overkill". Personally, I do not own a P9201 or its equivalent. So far, after four years and a full belt/pump/idler change, no problems, although I will admit to paranoia for a few months. In most cases (can never say "all", that would really be streching it) the tools that Porsche designs for special purposes can be replaced by more mundane items. How many times have we seen "Use tool Pxxx for the removal of part YYY" only to find out that an inch and a quarter Sears socket and a prybar are the direct equivalent? I think the reason for some of the special tools is for corporate protection- "You used, tool number Pxxx when you removed the left handed frammis, right?" "Well, no..." "Aha! Then we are not liable since you did not use the prescribed factory procedure!!"

Just my take on the situation

Cheers!

Bob S.

Brian Morris

Remember to Porsche dealers this is not really a "special tool" it's just the Porsche belt tool that they use on every belt.

You can get the tool Marcus Blaszak recommends for $10 from NAPA - it's part #KR-2 "kricket II". That's what I used.

--Brian Morris
89 951

Brian Morris

Remember to Porsche dealers this is not really a "special tool" it's just the Porsche belt tool that they use on every belt.

You can get the tool Marcus Blaszak recommends for $10 from NAPA - it's part #KR-2 "kricket II". That's what I used.

--Brian Morris
89 951

kennyandersen

I got yer tool.. I mean the tool. I bought it cheap from a friend that no longer had his 944. It works good on the timeing belt, but the balance shaft belt is thicker and it doesn't appear to read the right tension when used on the balance shaft belt!! what gives! I ended up tightening it up by 'feel' but I'm getting a bit o whining and think that the belt is too tight -- tips?

Bill

Here's my take on this issue:

I have also seen posts on this board stating that the tensioning gauge is not required, but I disagree. By using the "feel" method, I believe one of three things could occur:

1. Belt tensioned to spec (highly improbable) - READ: all is well.

2. Belt over tensioned (stress on pulleys and bearings, reduced water pump life, reduced pulley life, reduced belt life, belt failure, bent valves) - READ: $400 belt job or $250 water pump job and $400 belt job or $2000 head rebuild and $400 belt job and $250 water pump job.

3. Belt under tensioned (belt failure, bent valves) READ: $2,000 head rebuild and $400 belt job.

As always, having the proper tools simplify the job and reduce the margin for error. An investment that pays for itself.

It is also my oppinion that the factory feels the proper tension is VERY important! The proof of this is, in 87 the factory added the auto tensioner. For those that have not seen an auto tensioner it is a substantial piece and must have cost some dollars to add.

Bottom line.... a manufacturer does NOT add cost, when it is not neccessary.

And that's all I got to say about that.

Dave

Bill, What's your take on the fact that Porsche recomends using "the tool" to double check the auto-tensioner, and the fact that the ballance belt doesn't have an auto-tensioner?

Bill

[quote]Bill, What's your take on the fact that Porsche recomends using "the tool" to double check the auto-tensioner <hr></blockquote>

Dave,

Probably a "subverting of liability" type statement.

Owner with broken belt: Why is my engine ruined? I have the auto tensioner.

Porsche Laywer: Per factory recomendations, the auto tensioner must always be checked...oh you checked it....then the tensioner was not the cause of the failure.

[quote]and the fact that the ballance belt doesn't have an auto-tensioner? <hr></blockquote>

1. If the ballance shaft belt fails, valves do not get bent (as long as the bs belt does not interfere with the cam belt).

2. If you have seen the auto tensioner, it is really squeezed into its location (major engineering required). Possibly could not have had enough room to deal with both belts (see item 1)

3. Cost (see item 1&2)

Bill

P.S.

Every time I have checked the auto tensioner, it has been dead on.

I hope you realize that the auto tensioner only establishes the initial tension. It does not MAINTAIN the proper tension as the belt stretches. The auto tensioner/belts must be retensioned at the recommended intervals.

READ: purpose of tensioner, to eliminate the purchase of the gauge...Porsche recomendation, still buy the gauge.

Dave

I always took it as them having little faith in the auto-tensioner. Maybe it was more of a marketing gimmick,
New car buyer (in '87): I've heard that maintenance costs on these cars are pretty steep.
Salesman:This year there is a new auto-tensioning system, this will do away with much of that cost.

[quote] If the ballance shaft belt fails, valves do not get bent (as long as the bs belt does not interfere with the cam belt). <hr></blockquote>
Pretty risky, there isn't that much space in there for a spent belt.

I actually agreed 100% with your first post, to me these are supporting issues.

Bill

Whew!

I hope no one ever asks this question again. (yeah right....NOT!)

951sickness

Well, when I checked my auto tensioner it was also dead-on. What I find funny is that Porsche putsthe auto tesioner in the cars so you don't need the P9201...but the B/S belt still needs the P9201...gee thanks guys. <img src="confused.gif" border="0">

Bob S. 1984 Silver

I love it!!!

If the engine designers had done their job properly in the begining, the P9201 tool would not be required, nor would the auto tensioner have been a later "add on". Despite many "excellent" aspects of the 944, the design of the front of the engine is not Porsche's finest hour.

Sometimes, a manufacturer has to add cost when they have to overcome a design flaw that resulted from cutting corners in the first place!!

Good debate!!

Bob S.