997 Diagnostic Computer Rev Ranges
- Thread starter jpbecker
- Start date
Depends what they mean! (did they not explain? - fact that they mentioned it implies that these number ranges are somehow beyond expectation).
Have a look at this thread: http://www.porscheclubgbforum.com/tm.asp?m=281708
Is your's a tip?
Number of ignitions, range 1-RPM Range 7,300-7,500
Number of ignitions, range 2-RPM Range 7,500-7,700
Number of ignitions, range 3-RPM Range 7,700-7,900
Number of ignitions, range 4-RPM Range 7,900-8,400 (Some damage)
Number of ignitions, range 5-RPM Range 8,400-9,500 (Damage)
Number of ignitions, range 6-RPM Range 9,500-11,000 (Damage)
No a manual. Has Range 1 in the tens of thousands, Range 2 in thousands and Range 3 at around 50 odd occurrences. I was getting my rough idle looked at by my OPC and the service guy dismissed them and said Range 5 and 6s were of concern. But reading Snarfs post, Ranges 1-3 look like pretty high revs!
Actually I think it'll be 365 per second because I'm assuming that each rev fires 3 cylinders.
ORIGINAL: garyw
I'd suggest that it means your "trying very hard" []
Its just hitting the limiter and working as it should be...
I wouldn't really want to see my numbers [
garyw
Does the rev-limiter cut the fuel, or the ignition? Some how assumed it would be ignition (easier to implement), in which case I'd expect it to instantly lose power and revs would hardly (if at all) go over limit?
OK, but even at 365 ignitions per second means a minute or more of time at these revs to get a readout of "tens of thousands".
Anyway, it's well away from the "damage" range and I suspect these engines are well capable of the odd transgression. Porsche will set the red line at a level that allows the car to be driven hard long term while not creating warrenty costs for them!
True, in the aircraft industry, we would quote the redline as 'limit load', this is the load the structure can take without any damage (in aircraft speak the amount of 'g' the aircraft sustain without permanent damage or deformation). However, we would only expect limit load to occur a couple of times in the aircrafts life!
Back on the car, I can understand excursions to the redline, its the Range 2s and 3s that annoy me!!!
Back on the car, I can understand excursions to the redline, its the Range 2s and 3s that annoy me!!!
On my GT3, i.e. 996 based, it logs two numbers - range 1 is ignitions on the rev limiter, range 2 is ignitions above the rev limiter, e.g. due to changing down too early. Ignitions on the rev limiter can be ignored because you can be expected to use the limiter occasionally with no damage. Once above that limit there's clearly the possibility of damage and if someone had bent some valves I don't think Porsche would entertain a warranty claim if the engine's been revved way in excess of the rev limit. On my car it actually tells you when the last ignition was, so, e.g. ignitions at the limit are likely to be very recent whereas hopefully any other over revs, if any, were a long time ago (in which case they may not have contributed to a problem).
There's a slo a place where the current number of operating hours and associated distance is logged. Unfortunaley on my 996 that does not correspond to the mileage indicated on the display, which is very annoying and confusing.
You need to know the when the rev limiter cuts in on a 997 C2 - presumably it's 7,300 (or maybe 7500?)?.
There's a slo a place where the current number of operating hours and associated distance is logged. Unfortunaley on my 996 that does not correspond to the mileage indicated on the display, which is very annoying and confusing.
You need to know the when the rev limiter cuts in on a 997 C2 - presumably it's 7,300 (or maybe 7500?)?.
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