Timing belt reinstall - Another PK tensioner over extended?
#197
He held his temper a lot longer than I would have.
I see a lot of the critics flinging a lot of insults and pejoratives. Filled with questions asked over and over again. Along with misinformation and outright falsehoods about it. Enough so that the real questions about the tensioner got lost in the noise.
And when Ken fires back, now he's the "bad guy."
The level of passive-aggressiveness towards Ken in both threads is ridiculous.
This post is not necessarily directed at Jim, but towards everyone.
#198
#199
Maybe because the now locked thread that was a technical question (Why did this happen?) turned quickly into a "I hate Ken's tensioner so it must be the cause" thread. Filled with insults towards Ken and his product.
He held his temper a lot longer than I would have.
I see a lot of the critics flinging a lot of insults and pejoratives. Filled with questions asked over and over again. Along with misinformation and outright falsehoods about it. Enough so that the real questions about the tensioner got lost in the noise.
And when Ken fires back, now he's the "bad guy."
The level of passive-aggressiveness towards Ken in both threads is ridiculous.
This post is not necessarily directed at Jim, but towards everyone.
He held his temper a lot longer than I would have.
I see a lot of the critics flinging a lot of insults and pejoratives. Filled with questions asked over and over again. Along with misinformation and outright falsehoods about it. Enough so that the real questions about the tensioner got lost in the noise.
And when Ken fires back, now he's the "bad guy."
The level of passive-aggressiveness towards Ken in both threads is ridiculous.
This post is not necessarily directed at Jim, but towards everyone.
#200
Maybe because the now locked thread that was a technical question (Why did this happen?) turned quickly into a "I hate Ken's tensioner so it must be the cause" thread. Filled with insults towards Ken and his product.
He held his temper a lot longer than I would have.
I see a lot of the critics flinging a lot of insults and pejoratives. Filled with questions asked over and over again. Along with misinformation and outright falsehoods about it. Enough so that the real questions about the tensioner got lost in the noise.
And when Ken fires back, now he's the "bad guy."
The level of passive-aggressiveness towards Ken in both threads is ridiculous.
This post is not necessarily directed at Jim, but towards everyone.
He held his temper a lot longer than I would have.
I see a lot of the critics flinging a lot of insults and pejoratives. Filled with questions asked over and over again. Along with misinformation and outright falsehoods about it. Enough so that the real questions about the tensioner got lost in the noise.
And when Ken fires back, now he's the "bad guy."
The level of passive-aggressiveness towards Ken in both threads is ridiculous.
This post is not necessarily directed at Jim, but towards everyone.
My questions and concerns were technical design issues. What Ken "fired back" with were insults and sarcasm. If the designer believes that a 90-deg flathead is appropriate for a 82-deg countersink, then explain why. That's a concern about a part, not a slam at Ken.
No design is perfect, and feedback is how designs get better. In the "real world" this is done by formal design reviews: folks check their egos at the door and go over every aspect of a design. Technical questions get technical responses.
#201
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#202
#204
My questions and concerns were technical design issues. What Ken "fired back" with were insults and sarcasm. If the designer believes that a 90-deg flathead is appropriate for a 82-deg countersink, then explain why. That's a concern about a part, not a slam at Ken.
No design is perfect, and feedback is how designs get better. In the "real world" this is done by formal design reviews: folks check their egos at the door and go over every aspect of a design. Technical questions get technical responses.
No design is perfect, and feedback is how designs get better. In the "real world" this is done by formal design reviews: folks check their egos at the door and go over every aspect of a design. Technical questions get technical responses.
That was improved in both gold bracket bolt upgrade kit (that was supplied to users free of charge after a single confirmed failure) and the new PKT-Black system. So it's not like Ken (and Roger) aren't open to improving the product. I personally think they handled this extremely well, but expectations may of course vary.
However, I don't think that you haven't so far presented sufficient evidence or engineering calculations to say that it's not ok to leave the older bolts in until the next time you have to go under the covers for other reasons. (I'm referring to this post: https://rennlist.com/forums/928-foru...l#post13342015.)
#205
The communication regarding the countersunk screw and the upgrade kit was sent to all PKT customers.
It recommended checking the tightness of all the bolts and as soon as practical to change the countersunk screw. The upgrade to the through bolts was the customers own decision.
There were zero reports of any loose screws or bolts.
It recommended checking the tightness of all the bolts and as soon as practical to change the countersunk screw. The upgrade to the through bolts was the customers own decision.
There were zero reports of any loose screws or bolts.
__________________
Does it have the "Do It Yourself" manual transmission, or the superior "Fully Equipped by Porsche" Automatic Transmission? George Layton March 2014
928 Owners are ".....a secret sect of quietly assured Porsche pragmatists who in near anonymity appreciate the prodigious, easy going prowess of the 928."
Does it have the "Do It Yourself" manual transmission, or the superior "Fully Equipped by Porsche" Automatic Transmission? George Layton March 2014
928 Owners are ".....a secret sect of quietly assured Porsche pragmatists who in near anonymity appreciate the prodigious, easy going prowess of the 928."
#206
+1, but I'll be the first to admit that the design review protocol works miserably with non-engineers and designers. Or my wife.
#207
I have to agree with this.
Maybe because the now locked thread that was a technical question (Why did this happen?) turned quickly into a "I hate Ken's tensioner so it must be the cause" thread. Filled with insults towards Ken and his product.
He held his temper a lot longer than I would have.
I see a lot of the critics flinging a lot of insults and pejoratives. Filled with questions asked over and over again. Along with misinformation and outright falsehoods about it. Enough so that the real questions about the tensioner got lost in the noise.
And when Ken fires back, now he's the "bad guy."
The level of passive-aggressiveness towards Ken in both threads is ridiculous.
This post is not necessarily directed at Jim, but towards everyone.
He held his temper a lot longer than I would have.
I see a lot of the critics flinging a lot of insults and pejoratives. Filled with questions asked over and over again. Along with misinformation and outright falsehoods about it. Enough so that the real questions about the tensioner got lost in the noise.
And when Ken fires back, now he's the "bad guy."
The level of passive-aggressiveness towards Ken in both threads is ridiculous.
This post is not necessarily directed at Jim, but towards everyone.
#208
#209
There is already a "ratchet" on the tensioner to limit reverse travel, so I think the engine kicking backwards on a backfire is a non-issue.
Remember that the tensioner is a spring, piston and check-valve, so it extends quickly with the spring pressure (more when the rod is compressed, less when extended). However when the rod is compressed
Remember that the tensioner is a spring, piston and check-valve, so it extends quickly with the spring pressure (more when the rod is compressed, less when extended). However when the rod is compressed
I have 5 engines with these style tensoners, Porsche, Audi and Toyota, and no problems with any of them but they are stock and there are slack management rollers in these engines. Interestingly the roller arrangement changes between the 310HP and 360HP version of the Audi 40V V8, so I assume a change in cam, valve springs, redline, etc. changes the timing belt management scheme.
Research question: Is there a position one can rotate the engine into that is stable and also which causes the PKT to compress over time? i.e. max tightness on the tensioner side belt run?