MainePorsche

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docmirror

A. Have the stock tensioner refurbished with a new boot, cleaned out, new block seal and it will provide good service until the next belt interval. Check the bearing inside the tension roller.

B. Don't know.

C. Meh

D. Yes. It robs HP to drive a smog reduction that is marginal utility. Unless: Your county or area requires extensive smog checks. If so, install it as is and live with it.

E. Call Roger at 928sRUS and buy whatever he currently recommends.

Other things that should be checked: Release tension on thrust bearing by doing the front torque tube shaft pinch bolt replacement and add a second clamp(check your torque tube noise now). Replace the rear pinch bolt and torque to new spec. Inspect the axle boots. Repl all fuel lines if not done recently.

YMMV, pro driver closed course, objects in mirror, contents have settled, and may cause **** leakage.

Mark Thornton

I went with the Poken, and Super happy with the results.. I bought it from 928 RUS and got a great deal.. thanks roger..

James Bailey

O K so if 30,000 928s out of 60,000 still exist something like 3% are now fitted with the Audi tensioner..... and 97% are NOT !!! guess they are just stupid or refuse to drink the cool-aide .... sorry but a fix to a none problem in my opinion....only "works" because the belt tension requirements are not all that critical , basic fact ....but do as you wish not my engine but mine has a stock tensioner not that it matters much on a none interference engine... ran the original unknown miles belt for many years until it failed at the track....no valve damage just fitted a new belt. Did have to use AAA extended tow to get back to L A ...fortunately was near the end of the track day after buzzing around turns 8 and 9 at 5,000 plus RPM.... immediately obvious after it dies and the starter motor turned it over way too easily...no compression

ROG100

I sell both, the set of parts to rebuild the existing de-tensioner or the PKT.

Personally I hate the old 60's technology and use the PKT on all my cars - I have over 65k on my GTS on the PKT. Changed the belt and everything else was still good to go at about 45K. Spent the weekend thrashing the hell out of the car and hit 160 + on numerous occasions. Flat out in every gear for hours and over 1000 miles. I do this about 4 times a year. The rest of the time the car is a daily driver. I never need to look at or tension the belt. I trust the PKT 100% but NOT the original system. This is MY opinion and you do not have to beat me up with yours.

My biggest decision will be on my "Garage Queen" 88SE already the existing de-tensioner is giving "hopefully" false readings and after checking everything - tension and oil - it is still causing problems. The engine is just too valuable to trust to an antiquated and way out of date system - so I guess I will change to the PKT for peace of mind. Again my decision NOT YOURS!!!

There is a lot of BS talked here about both systems and it is just like a WP or oil thread. Some like it others do not. MAKE YOUR OWN CHOICE!!!!!!!

I have sold well over 1000 PKT's (I will check the numbers) awesome technology - thank you Ken for designing the bracket and Audi for the system.

Remember Porsche went to a similar PKT system on the 968 in 1992 and had the 928 continued in production would have used the same on the 928.

RFJ

+1

RFJ

actually its +2 and going for 3

RFJ

Oh yea, that fellow who built that water pump there in connecticut.

Adamant1971

I'm on my second shark with a PKT, combined about 40k on them and have never looked back.

Personally I would go with a PKT, delete the air pump, delete the factory cats and add an x-pipe with new 150 cell cats. With a lasso pump water pump.

docmirror

Another note to mention, when switching to the PKT type, you lose the tension indicator system as it's no longer able to sense the belt tension using the newer design. Which is normal for modern cars, none that I'm aware of use any kind of belt sense system.

PorKen

I still wonder at how nicely the PKT fit right where the ol' hooptie did.

PorKen

Regarding fast revs. Does it not make sense yet that the opposite would be true? The anachronistic tensioner does not control the belt at high rpms as it cannot expand to 'soak up' high rpm belt stretch, whereas the PKT always does (even at cold start). I did thousands and thousands (and...) of WOT runs to the rev limiter testing chips on both S3 and S4 manuals with different types of belts, including the Racing which is on my S4 now, winter thru summer, 1st, 2nd, 3rd gears, with nary a thought of if the belt will be managed properly.

Of course, all this, all of this, has been said before...

GlenL

Please note that the discussion nature of web forums will really work against this.

PorKen

It's true, tension is not the problem. Tension is set by the pull of the crank gear against the cams and pumps. Depending on the temperature/size of the engine and strength of pull, the belt will be longer or shorter. Managing that belt length is what is important.

The stock tensioner does an OK job but only by pre-stretching the belt with an overly high static tension. This pre-stretch makes up for the fact that the stock tensioner cannot extend markedly. (Note this can't be done with the Racing belt which FAIAP does not stretch.)

It all boils down to if you are happy with something that works OK, with occasional manual fiddling (hey, fiddling may be your thing) or if you want something that works better, without the fiddling (driving is more your thing).

ROG100

Well said Ken.

It is awesome that we have choices.