125shifter

'06 997S

1936 ignitions at 698.3 hours, range 1
395 ignitions at 698.3 hours, range 2
49 ignitions at 698 hours, range 3
5 ignitions at 566.8 hours, range 4
3 ignitions at 415.1 hours, range 5
-- ignitions at -- hours, range 6

962 hours
20,800 miles

Obviously the range 4 & 5 bother me, but the hours look strange too: 20.9 mph average?

Is that 100% city driving or odometer rollback?

No HTwo O

I'd pass. Why bother? There are some great cars for sale. No need to mess with this one. Next.

winkingchef

That's at least 2 badly missed shifts, so maybe, maybe not (rank 5 is worrying).
What's the MSRP, asking price and odometer?

125shifter

$90K MSRP, low 50's asking price.

kosmo

can someone explain to me the meaning of "range"? tks!

125shifter

Copied from another thread:

Range 1-RPM Range 7,300-7,500
Range 2-RPM Range 7,500-7,700
Range 3-RPM Range 7,700-7,900
Range 4-RPM Range 7,900-8,400 (Some damage)
Range 5-RPM Range 8,400-9,500 (Damage)
Range 6-RPM Range 9,500-11,000 (Damage)

purrybonker

I keep trying to understand the real implications of this over-rev issue, is it really such a lineal sort of question/answer? (eg 7900-8400="some damage")

Engine components are stressed everytime the car is driven and doesn't seem likely to be gradiently incremental in the face of more "aggressive" use, unlike actual wear components like brakes or clutches.

Wear and tear does not suddenly go from zero to X level at Y level of RPM in excess of a specified design maximum RPM of Z. Aren't redlines based around engineering calculations about the tensile strength of the metals (sorry, not an engineer - don't know the jargon) vs stresses encountered at rotational speed. Aren't these also based upon the RPM at which rods may begin to stretch and valves to float and the engine fails to operate efficiently?

Isn't an over-rev more of an on-off switch in terms of immediate engine damage rather than a forecast of future failure? You hit 10k - you either threw a rod or you didn't. If you didn't - it doesn't necessarily mean you're more likely to do so 5k miles later, does it? Or that we should categorically reject such a car?

That's like dumping your smokin' hot girl divorced girl friend because she's discovered not to be a virgin.

jason952

is it cpo'd?

Hella-Buggin'

My understanding is that beyond a certain RPM the valves start floating and the pistons can start slapping against them in the cylinders. Damage also occurs to the gear box with the sudden jump in unexpected RPMs. Let's say you meant to go to 4th and hit 2nd... that's about 2k extra rpms that just shock waved through the gearbox.

kosmo

i didnt even think that our engines could go that high!

jhbrennan

The rev limiter on the GT3 (range 1) doesn't even kick in until 9,000rpm

csorrows

Not with continued application of throttle they won't, because the rev limiter will kick in.

But a downshift is mechanical, and there's nothing in the drivetrain to prevent that massive spike in RPMs when a too-low gear is selected.

atr911

Without malice, can someone please write a sticky about DME read outs?

The Range 4 and 5 aren't real on this car and are probably just a glitch. 3 ignitions in range 5 is a FRACTION of a second if it actually happened to this car there would be many more in range 4. Not to mention, this range occurred half way through it's current running hours. There's nothing wrong with this car, buy it and drive it. If anything, it looks like it's had a decent life and has actually been driven.

For all intents and purposes, a driven boxer engine is always better than one that's been sitting.

No HTwo O

NOT TRUE. The rev limiter kicks in in range #1, just slightly higher than a non-GT3...about 400 more RPM per rev range.

Also, everyone always forgets there is NO rev limiter protection in a spin. The engine is not protected when the engine is spun backwards.

jhbrennan

Not sure I understand what's not true. The table I have from Porsche shows range 1 for 997 Carrera >7300 and < 7500 while the 997 GT3 range 1 is shown as >9000 and <9200