tubwreck

First, hats off to the OP for sharing this story with such honesty.

Hypothetical question: Suppose it were your car, and you took it to the dealer straight away for a DME check. The DME report comes back with an 11K RPM excursion. Would you replace the engine (on your own dime) as a precaution or drive it and hope for the best?

Presumably in this case, it would have saved the $29K core charge, although I suppose there's no guarantee until Porsche inspects the block and crank...

shahrukh_bakar

OP, as a fellow 991.2 GT3 6MT owner, I feel your pain. You posted a pic of the range 4-6 overrevs, do you have a pic of the range 1-3 overrevs?

srwhitman

*EXACTLY!* Thats the dilemma. I can't predict what I would have done and I'm sure if would have been uncomfortable but once I would have been convinced that the engine was on borrowed time, I would have done something for sure. It would have been a lot cheaper.
My son went by the dealer today. Got some pics that show lots of metal bits gathered from the oil pan and scores from the rod on the block. Dealer said they'll call me tomorrow to discuss (apparently, they are still discussing with Porsche (NA or Germany, not sure which). I can only assume that its not so much about warranty but about whether they will cover the core if I buy a new engine. I had never discussed this with them before - I only found out from another dealer that the core cost $29K (well, almost $30K when rounding up to be honest). So at the moment, I don't have firm pricing.

I spoke to someone else at a race shop in Austin this afternoon after a PM from a fellow lister pointed me to them (W2W racing btw). Got some very useful advice from Jaime there. He did not recommend a used engine for a GT car. I was literally exploring every option I could think of. He presented me with a few other options but bottom line is that I'm basically waiting to see what Porsche Austin comes back with. Hopefully, its better than where I'm at so far. Fingers crossed.

As far as the MT, personally, I liked it. I have a Lotus Exige S260 which is bonkers fast for a Lotus but not in the same league as the GT3. The weakest point on that car is the shifter and I've done every upgrade imaginable (on that) but it still doesn't approach the GT3 shifter so perhaps I'm coming from a place of "Hey, this shifter is pretty damn good compared to the Lotus" so I'm not really in a place to compare to other Porsches. I've got a 944 S2 but thats a 31 year old car (and its shifter is pretty decent considering the time period) and I only test drove 1 other Porsche before buying the GT3 (a 2011 GT3 RS - I hardly remember the shifter as the clutch felt like doing leg presses hence I passed on that!).

neoprufrok

Look this happens to the best of us. Take it on the chin and move on. I get the frustrations with the dealer - but in the end, it was your mistake.

I track manuals because I find it fun. The point of track (if you're not w2w racing) is to enjoy the car at a higher envelope of performance. Truthfully I'm not going out there to set personal bests every lap. I would do that in a spec miata... but not my touring. Enjoying your car at 8-9/10ths is more than 95% of 911 and 70% of GT owners do anyways... so that's enough.

Good luck and I hope you find some resolution that's fair and responsible.

Buddhamonk

who knew tracking a gt3 would be expensive...

pjazz

Not sure what you mean. Tracking can be expensive but blowing a shift can be performed on the street as well as the track.

JustinL

I find the number of maximum engine speed reached suspicious. I've looked at a lot of ECU data and a number that even is striking at 11000.00. Porsche would have chosen a trigger wheel and sensor for the normal operating speeds of the engine and 11000.00 may be an ceiling in the software or a hardware limit. I suspect the true maximum overrev of this incident is in excess of 11K.

rob944s2

Yeah, I thought the same thing, the computer probably stops counting at 11k.

ttcbj

Any chance of a picture on this?

CRex

You're right--we don't know the duration over which that 11k rpm is achieved.

11krpm lasting 0.02s is a very different thing from 11krpm lasting 0.2s. Guess that's why Porsche chose to log the number of ignitions in each ranges.

80 ignitions would be 26 full rotations of the crank, or TDC-TDC cycles for each set of piston and valves. Each of these cycles is violence beyond design specs. Now repeat 26 times...

OP: apologies I had a mental fart dividing when I should be multiplying in my earlier explainer of your PIWIS readout. Go with the ignition counts and and ignore the "number of secs" for now. PIWIS is a constantly moving feast and some of the lines in your report are calculated outputs (unlike ignition counts which are logged data in the ECU). It's possible that the programmer to field Z202 went stupid the same way I did

go-ran

FYI : AZ Cycle Parts just dismantled a front impact 991.2 GT3RS. believe the engines are the same just different ecu mapping, intake etc.

Franko T

I'm going to go with PORSCHE on this one as much as I think they are a robber for 65K

- 11,000 RPM reached on an engine designed for 9000 RPM
- Worked for 4 track days more

That's a damn good engine that can make it that long. Its a race car, race cars rebuild their engines. You play with fire you get burnt.

shahrukh_bakar

Are there any pictures of the broken engine to see exactly what failed? Failure analysis on the .2 engine would be interesting and I haven’t seen many examples.

Jickel180

It happens unfortunately, namely the "lash pad"/shim and crankcase. https://rennlist.com/forums/991-gt3-...sponse-10.html

User 81423

Attorneys for this type of suit collect fees in addition to the settlement/judgement.