Rev Range Help
08-25-2018, 12:32 AM
#16
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Thread Starter
I've come across a few with maxxed range 1s (they ran fine, incidentally). They did all have tunes. It's just a matter of driving it up around redline a decent amount. Like thxbuff said, if it passes a good PPI then you should be fine. On the other hand, if you'll drive yourself crazy worrying about it, then look for a different car.
08-25-2018, 12:00 PM
#17
So the range 1 is maxed, that’s 3 min 11 seconds on the limiter. The dme can’t record more than that so could be more.
As as a new owner of one of these and coming from a N/A Porsche I can tell you they hit the limiter very easy. I am just getting used to it now, just the muffled sound of the turbo and the violent acceleration brings you to the limiter unexpectedly. In saying that when I do hit the limiter it is just a split second. Would take a lot to get it that high. Or holding it to the floor with the clutch in.
The new cars with PDK must max out level 1s very early if the launch control is used, as the car is bouncing off the limiter until the brake is released.
As as a new owner of one of these and coming from a N/A Porsche I can tell you they hit the limiter very easy. I am just getting used to it now, just the muffled sound of the turbo and the violent acceleration brings you to the limiter unexpectedly. In saying that when I do hit the limiter it is just a split second. Would take a lot to get it that high. Or holding it to the floor with the clutch in.
The new cars with PDK must max out level 1s very early if the launch control is used, as the car is bouncing off the limiter until the brake is released.
08-25-2018, 12:15 PM
#18
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08-25-2018, 03:56 PM
#19
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Thread Starter
It has had two owners. The current owner purchased it with 13000 miles in 2008. So he has driven 7000 miles in 9 years. Making me wonder what this car was used for in the first year? Some type of Porsche press car??
08-26-2018, 08:36 AM
#20
I have worked on my own car. Changed spark plugs etc. performing a leak down test on this vehicle I would imagine the labor would be mind boggling. Multiple stages of removal of components just to do a check of that type would take probably a few days. Why would someone allow anybody to disassemble a car not even purchased to me makes no sense. If it’s that intrusive forget it. Just doing simple checks like inspection with a PIWIS or Durametric tool would suffice. Evaluate the real time data. These engines are quite robust. The Achilles' heel is the cooling system. Have your PPI guy pressurize the cooling system and check for operation of the two pressure release points. Forget that rev range crap. They all have over revs. Check the obvious stuff.
08-27-2018, 11:13 AM
#21
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Thread Starter
Thanks for all the replies.
After the PPI, the dealership offered to buy the car from the current owner, granted it "passes" some of their tests. LOL.
They offered him some ridiculous high number given everything checks out. I doubt the final offer will be anything near what they told him originally.
This has something to do with him making an offer on a brand new Turbo from the showroom....
After the PPI, the dealership offered to buy the car from the current owner, granted it "passes" some of their tests. LOL.
They offered him some ridiculous high number given everything checks out. I doubt the final offer will be anything near what they told him originally.
This has something to do with him making an offer on a brand new Turbo from the showroom....
08-27-2018, 01:40 PM
#22
Just as a data point I scanned my 2008 with 60,000 kms. 1250 level 1 and 330 level 2. Level 3, 4, 5, and 6 were all at 1. I just got the car and probably hit the limiter a dozen times already as I am adapting from a N/A Porsche. Didn’t add that much to the total, when I got it was 1100 and something. I get off the throttle immediately when it hits. Would take a lot to get to 65,000 plus.
08-27-2018, 02:20 PM
#23
Rennlist Member
Just as a data point I scanned my 2008 with 60,000 kms. 1250 level 1 and 330 level 2. Level 3, 4, 5, and 6 were all at 1. I just got the car and probably hit the limiter a dozen times already as I am adapting from a N/A Porsche. Didn’t add that much to the total, when I got it was 1100 and something. I get off the throttle immediately when it hits. Would take a lot to get to 65,000 plus.
08-27-2018, 07:07 PM
#24
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Thread Starter
Just as a data point I scanned my 2008 with 60,000 kms. 1250 level 1 and 330 level 2. Level 3, 4, 5, and 6 were all at 1. I just got the car and probably hit the limiter a dozen times already as I am adapting from a N/A Porsche. Didn’t add that much to the total, when I got it was 1100 and something. I get off the throttle immediately when it hits. Would take a lot to get to 65,000 plus.
08-27-2018, 07:10 PM
#25
Rennlist Member
Thread Starter
That's why the car probably has a tune that's raised the rev limiter into range 1 or 2, because just hitting the limiter at that point is adding quite a few revs each time. There's no two ways about it, though, maxxing out range 1 means it's been driven as Dr. Ing. h.c. F. Porsche intended.
The range 5 ignitions happened before he purchased it, by my best calculations.
Like I mentioned, this must have been some sort of Porsche demo car, or press car?? Or the original owner tracked it hard...
08-28-2018, 09:20 AM
#27
Race Car
What does the "Programming Operations" read-out of the DME show? That should tell you whether or not the car has had a tune in the past, although even that can be "fudged". That said, over-revs <4 mean nothing, and over revs >3 mean nothing if they happened more than 50 or so hours (some say 10) before the current Operating Hours Counter and the car runs well.
Dan
Dan
08-28-2018, 10:29 AM
#28
Rennlist Member
Try to find even a single example anywhere online where someone bought a 997.1 Turbo with over revs in the DME report, and then subsequently had a catastrophic engine failure attributed to the previous over revs. I do not believe one exists.
I suspect that in 99.9% of cases, if an over rev is going to cause damage it will be right then and there when the money shift happens. Not some issue that manifests itself a year / dozens or hundreds of hours later.
To the OP, the car either has a tune or was tuned in the past hence the maxed out range 1 - virtually guaranteed. Nothing to worry about at all either, if the rest of the PPI process checks out. If you're ultra paranoid, spend a few hundred bucks and have the PPI shop perform a compression test.
FWIW, and completely unrelated to the 997.1TT and Mezger motor, my 987 track car has over revs up into the 5's. It has over 50k miles on it, mostly track miles. Some over revs as recent as 20 hours ago. I had a compression check & leakdown performed - all 6 cylinders held 240 to 245psi, all within 5psi of one another. Over revs are over rated!
I suspect that in 99.9% of cases, if an over rev is going to cause damage it will be right then and there when the money shift happens. Not some issue that manifests itself a year / dozens or hundreds of hours later.
To the OP, the car either has a tune or was tuned in the past hence the maxed out range 1 - virtually guaranteed. Nothing to worry about at all either, if the rest of the PPI process checks out. If you're ultra paranoid, spend a few hundred bucks and have the PPI shop perform a compression test.
FWIW, and completely unrelated to the 997.1TT and Mezger motor, my 987 track car has over revs up into the 5's. It has over 50k miles on it, mostly track miles. Some over revs as recent as 20 hours ago. I had a compression check & leakdown performed - all 6 cylinders held 240 to 245psi, all within 5psi of one another. Over revs are over rated!
08-29-2018, 08:05 PM
#29
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Thread Starter
So during the inspection, they never performed a leak down, but had the cylinders scoped. These are the photos they sent me?
No experience in this? Thoughts?