Hilton

See my earlier post a few posts up.

I've banged on about this enough for now - so won't bother more with it. Suffice to say that when my next belt interval is due on my 89 I'll investigate modifying the warning system to work with the Porkension'r that I've had on the shelf for about 4 years now (the bracket that is - I wouldn't fit an Audi tensioner that's sat on the shelf for 5 years I've had a couple of V6 audi's which use it and have seen the carnage).

mikepmcs

I'm actually putting everything back together(had to change the water pump due to failure and I also installed Ken's tensioner) and when I started to put the new timing belt on and route it.... the right or driver's side(as I'm looking at it) cam gear sprung about 15 to 20* clockwise. Am I safe to just back it counter clockwise back to where my paint mark lines up or do I need to go around clockwise and then.... how many times do I need to do that...? Just one time around right to get it back to where my paint marks line up or do I need to do some funky chicken dance secret national treasure nic cage combination thingy to make sure my timing is still where it needs to be.
Thanks.

SeanR

Just use your 30mm or 32mm and recenter the cam shaft. Of course you want to go slow while doing it, but you will be fine.

mikepmcs

wow, that was fast. thanks a ton. back i go. :-)))

mikepmcs

wait should I have mentioned this is an 86.5 if that makes a difference. thanks

SeanR

No difference, head back out and have fun.

Rob Edwards

Fast forward a couple of years and a couple of miles, I dove in today to replace the timing belt, which was last replaced on 7/3/06 at 107950 miles (as well as the WP and all gears (crank, oil pump, and cams). Now I have 115800 miles, so 7850 miles in 6.6 years. Insanity to change a TB with so few miles, but there you go, it'll have a fresh Porsche belt on it. No excuses.

Only thing I can add RE: the Porkensioner, don't throw away the pin! I tried using a big paper clip to hold the plunger in, and it ain't strong enough. Ended up using a 1.5mm hex key, which seems to work. Use an 8 mm allen socket in the hex hole in the pulley, rotate clockwise to compress the pin in the tensioner:





Anyway, here are some shots of the front of the engine, for posterity.





Gears have some discoloration where the (Conti) belt tracked, but no appreciable wear of the coating:

Passenger side:


Driver's side:



Oil pump gear:


Parts everywhere:

danglerb

Why Porsche instead of Gates?

Rob Edwards

So the next owner can feel all warm and fuzzy that there's a fresh Porsche belt in there.

SeanR

What's all that brown stuff on the drivers cam gear? Looks like something got a bit warm.

Rob Edwards

Good question, I dunno. I'll pull that cam gear and look at the cam oil seal.

SeanR

I'd not worry about the oil seal, if it were leaking to that point it would spray everywhere. I may be wrong, but it looks like it got hot at the rotor at some point, or it could just be goo that didn't get cleaned up last time it was apart. I would double check the torque of that cam bolt though.

ROG100

I remember cam gears coming from Porsche with the brown stains already on them.

John Speake

Dried blood.... who dunnit ?

Rob Edwards

One little issue I have always had with my install of the PKT has been intermittent belt tensioner warnings, presumably due to ground issues. See step 11 at http://liftbars.com/docs/PKsnr.pdf for a pic showing the 'original' PKT grounding setup.

I was perusing liftbars.com about 2 weeks ago, and lo and behold, Ken has a little kit to address this issue.

Link to instructions for smart people:

http://liftbars.com/docs/PKT_ground.pdf


I happened to be almost done with a timing belt job, and had already reinstalled the pulleys and center timing cover. The good news is that one can install this ground update with only the upper TB covers off (and plug wire harness loose), and the center cover can be loosened enough to reach the necessary WP bolts.

Here's the 'start', two short and one long M6 bolt removed from the center cover, which pulls forward an inch or so:




The kit includes a figure-8-shaped TB cover spacer that fits over the two bolt holes on the WP casting. HINT: take the long M6 bolt you removed from the cover and use it as a 'guide' in the driver's side WP bolt hole, to align the spacer while you install the short M6 bolt holding it. 84 inch lbs:



Then move the center cover forward, and remove the WP bolt that will hold the new ground lug, reinstall with the lug at 11 o'clock. 84 inch lbs:



Connect the ground wire to the lug, and button up the center cover. 84 inch lbs:



I ran the car for a couple of minutes on the stand to get it up to operating temp (more than 3 minutes) and got no warning, but I haven't really driven in anger yet.

Anyhoo, this might be of interest to anyone with a PKT that has phantom TB tensioner warnings.