Any thoughts on this?

1496 h on the engine

NMax1 7929 1390.1h
NMax2 1212 1300.2h
NMax3 205 980.5 h
NMax4 2 106h

Zeros for 5 and 6.

 

Try to find one without over-revs in range 3 and 4. I'd pass on this one.

At least the #3's and #4's were a while ago. But i'd still pass.

 

Is it actually possible to get only 2 ignitions?

Dealer has confirmed that the car is still under CPO warranty given this log.

My thoughts are that this car, while not perfect, has not been abused, just driven.

 

Is the car still under warranty? If so then ignitions in Range 4 would normally invalidate the warranty, however, 2 ignitions is highly unusual and supposedly impossible. There is some speculation that these low 1's and 2's are an indicator of how many times the ECU was flashed vs. an ignition. BTW, this may also invalidate the warranty if the ECU flash was not done by a p-dealer. My DME report, for example, indicates a 1 in ranges 3-6 when I purchased my car from a p-dealer 2 yrs ago. The car is still under CPO and I have not had any issues with warranty work but I made sure to get a print out of the DME report with date stamp prior to purchase JIC.

In this particular case the high numbers of ignitions in range 1-2 can be an indicator of how hard this car was driven. I would be tempted to walk away from it but how did the rest of it check out. Did the PPI find anything else?

 

Car is being PPI'd as we speak. Dealer had confirmed that CPO is good.

 

Ask the p-dealer about the 2 ignitions in range 4 and if they have any explanations for it. Make sure you get a hard copy of the DME with date stamp prior to purchase. BTW, did they provide you with the DME report or just shared what they saw? I'm wondering if the report might have 2's in range 4-6... similar to what I had on my report. GL with the PPI and let us know the outcome.

 

For the novice (me) can someone explain what these numbers mean? Thanks

 

I've got a coy of the log with time stamp.

 

I'm not an expert so someone else may want to chime in. If this is for a 997.1 then:

Range 1(7200-7400 RPM) over revs were hit last at 1390.1 hrs of engine operation... the total over rev over the life of the engine is 7929 ignitions in Range 1. Total engine hrs of operations is 1496 so that last hit in Range 1 was 106 hrs ago. Ideally you want as many hrs as possible of engine operation after an over rev event. The theory being that if the engine has not failed or misbehaved for a few hundred hours after an over rev hit then it likely did not suffer any/enough damaging effects from that last over rev sequence.

Range 2 is 7400-7600 RPM
Range 3 is 7600-7800 RPM... ie hits in this range may cause engine damage
Range 4... hits in this range will likely cause engine damage

 

From what I know range one relates to hitting the rev limiter and does not result in damage. I'm sure I read that on the Durmetric website. The rest of the over revs (ranges 2 to 4) happened 196 hours ago or longer so that is enough time for any damage to have surfaced. Take the car for a good long test drive and see if there are any problems.

 

The numbers represent the number of ignitions at a certain rpm. You have a total of about 7000 which means that the motor rotated about 1000 times above the red line, since the motor rotates once every 6 ignitions. That translates to about 9 or 10 seconds of over rev. It could have been one episode but at most a couple of episodes. You have at least one hard hit on the rev limiter, but anything in the 1-3 range is considered benign. With only 2 ignitions in the 4 range, it could just be an anomaly

 

But wouldn't the DME cut off power with over rev situations thus resulting in no engine damage, at least no significant engine damage?

 

On the down shift the DME cannot cut off with MT... for example, 5th gear to 2nd gear accidentally.

 

Mechanical over-rev (ie redline in 3rd and drop to 2nd). Fuel cut will save the engine going up the gears, but not coming down.

 

OK, so I'm going ahead with the purchase. I just heard back from the indpendent shop who were fantastic to deal with. The car looks really clean with only a few small issues. They didn't see any concerns with the over-rev logs, especially given the level 4 was so long ago.

There were a couple of mis-fires, which weren't enough to throw a light. The shop figures that the ignition coils are to blame. I spoke to the dealer who will replace them before the car is shipped to me.

A couple of trim pieces are also loose, which will also be addressed.


Thanks USMC for pushing me to get the PPI.