Update: Since blow up!
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Originally Posted by MrBlonde
You let a car out of your workshop that can blow up? I don't think so. You limit the max boost.
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First OFF IT WAS NOT A MISS SHIFT!! If someone else was in the car besides my GF you would know I was in 5th and came up on boost. This is not a tunner war. It was a simple q! I guess since 6speed knows best. I should toss out the approx 100 + Cars I have owned, And the 10+ high tech toys. I guess I must be a stupid person I just don't right checks. I know the car was tunned alittle high but it was not race and it was in pump mode. Ethier way it went boom. Plus I would like to know how the 6 speed world knows my computer ride out since last time I spoke with todd it happen after the blow. Please explain to me who the rest of the world is a expert on my car? Last Time I check I owned it? I am sorry if I come off rude but unless you where behind the wheel or you own EVO comments about what happen or might have are to be left to ones self. If anyone has a comment about my ablity to drive I am happy to give a test drive.
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Type 2 Over-Rev: (taken from a previous 6-speed post):
Type 1 and Type 2 Over-revs
I discovered some information on the Type 1 and Type 2 over-revs that I would like to share. I purchased the Durametric OBD-II software and cable set a week ago and have evaluated my error codes and Over-Rev Counts The count that is recorded, and cannot be erased to my knowledge, is a count of the ignition firings above the redline threshold. It is not the total of the times that the engine has breached the redline value, as I was led to believe. The count is broken down into the two categories and I'm not sure how it does this, but it just does.
A Type 1 is an over-rev condition that thru to engines own inertia or power stroke has exceeded redline and the DME has fired the ignition during above redline and the condition has recorded the individual firings. It also records the time (Total Hours) and is revised at each event.
A Type 2 is an over-rev condition when an external force has caused the engine to speed beyond the redline threshold such as down shifting to a lower gear and engine matches the rpm of the transmission input shaft.
The difference between the two may sound subtle, but is more involved.
In a Type 1 condition, such as when one misses and up-shift. The engine is in a free-wheeling state and the internal energy is acting on the rotating and reciprocating mass. The crankshaft is unloaded for a brief moment and there is still some force on the top of the piston during most of the 4 stroke cycle.
Type 2 conditions are not healthy for the rod and rod bolts, although there must be some design reserve before yield. When one down shifts to a gear which leads to an over-rev condition, there is little energy pushing down on the head of the piston to keep the rod in a compression mode. The crankshaft is pushing violently on the rod and then jerking the piston and rod assembly back towards the crank centerline. The rods are primarily designed for a compression mode, meaning forces enacted on the top of the piston and imparting energy into the crankshaft via the connecting rod. The connecting rods and bolts really don’t like the dynamics in a stretching mode and this condition leads to material yielding. This is the condition that causes the rod bolts to fail. They yield during the stretch. The connecting rod can also yield due to stretch, but that is seen more with Aluminum Connecting Rods.
Don, I'm not accusing you of anything, I'm just stating facts. Type 2 over-rev codes are not caused by anything other than the driver. I know people who have blown up new motors and tried to have Porsche fix them on warranty. When a type 2 over-rev code is present in the ECU, they ALWAYS claim driver error. This was also stated to me by the Porsche factory rep, as well, he said that they have been sued several times for non coverage, but whenever they submit the ECU as evidence with a type 2 code, it's like a "smoking gun" that ensures victory for them.
Sorry if you thought that I was accusing you of something.
Type 1 and Type 2 Over-revs I discovered some information on the Type 1 and Type 2 over-revs that I would like to share. I purchased the Durametric OBD-II software and cable set a week ago and have evaluated my error codes and Over-Rev Counts The count that is recorded, and cannot be erased to my knowledge, is a count of the ignition firings above the redline threshold. It is not the total of the times that the engine has breached the redline value, as I was led to believe. The count is broken down into the two categories and I'm not sure how it does this, but it just does.
A Type 1 is an over-rev condition that thru to engines own inertia or power stroke has exceeded redline and the DME has fired the ignition during above redline and the condition has recorded the individual firings. It also records the time (Total Hours) and is revised at each event.
A Type 2 is an over-rev condition when an external force has caused the engine to speed beyond the redline threshold such as down shifting to a lower gear and engine matches the rpm of the transmission input shaft.
The difference between the two may sound subtle, but is more involved.
In a Type 1 condition, such as when one misses and up-shift. The engine is in a free-wheeling state and the internal energy is acting on the rotating and reciprocating mass. The crankshaft is unloaded for a brief moment and there is still some force on the top of the piston during most of the 4 stroke cycle.
Type 2 conditions are not healthy for the rod and rod bolts, although there must be some design reserve before yield. When one down shifts to a gear which leads to an over-rev condition, there is little energy pushing down on the head of the piston to keep the rod in a compression mode. The crankshaft is pushing violently on the rod and then jerking the piston and rod assembly back towards the crank centerline. The rods are primarily designed for a compression mode, meaning forces enacted on the top of the piston and imparting energy into the crankshaft via the connecting rod. The connecting rods and bolts really don’t like the dynamics in a stretching mode and this condition leads to material yielding. This is the condition that causes the rod bolts to fail. They yield during the stretch. The connecting rod can also yield due to stretch, but that is seen more with Aluminum Connecting Rods.
Sorry if you thought that I was accusing you of something.
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I was provided with the following link a while back, but never posted it on 6Speed because I did not want to create any unnecessary controversy:
http://forums.bimmerforums.com/forum...d.php?t=469530
However, DMK is now offering to sell his Porsche to 6Speed members, a few 6Speed members have publicly expressed interest, and others have likely contacted DMK privately. I consulted with two different 6Speed Mods before making this post and both asked that I post the Bimmerforums link. I do not know DMK, nor the guy who posted on Bimmerforums. I have no knowledge of the transaction described on Bimmerforums, and I have no opinion as to whether the information on Bimmerforums is accurate. Nevertheless, with the concurrence of the Mods, I am passing along the information to my fellow 6Speed members . . . give it whatever credence you deem appropriate.
Craig
http://forums.bimmerforums.com/forum...d.php?t=469530
However, DMK is now offering to sell his Porsche to 6Speed members, a few 6Speed members have publicly expressed interest, and others have likely contacted DMK privately. I consulted with two different 6Speed Mods before making this post and both asked that I post the Bimmerforums link. I do not know DMK, nor the guy who posted on Bimmerforums. I have no knowledge of the transaction described on Bimmerforums, and I have no opinion as to whether the information on Bimmerforums is accurate. Nevertheless, with the concurrence of the Mods, I am passing along the information to my fellow 6Speed members . . . give it whatever credence you deem appropriate.
Craig
....
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Umm never seen that cute! That transaction was a nightmare period! And years means about month and change, Shipping was a big prob to get over the boarder. I guess he left that out and agreed on chicago. I never ever sell anything online. COD will be fine. The money doesn't mean anything. I am goin to lose my a$$ any. And for anyone with questions it sits at EVO.
Thanks for the knowledge.
Thanks for the knowledge.
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I just noticed this thread..I was going to post something...but never mind...one thing that I am going to say about the T2 over-rev...I had a situation back in 2001 with my 993tt, where I was under full boost and close to redline when I drove through water that overflowed from an irrigation seal (all over the four lane road) and by the time that I could react the engine was at 13,281K RPM's (Motec registered over-rev)...needless to say, I granaded the valve train and then some...if something let loose in the engine, the T2 over-rev could also occur after the fact...who knows, the fact is that it happened and Don can buy Garth's Viper now...outcome +++++
Craig...call me when you have a minute...
Craig...call me when you have a minute...
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Originally Posted by VRAlexander
I just noticed this thread..I was going to post something...but never mind...one thing that I am going to say about the T2 over-rev...I had a situation back in 2001 with my 993tt, where I was under full boost and close to redline when I drove through water that overflowed from an irrigation seal (all over the four lane road) and by the time that I could react the engine was at 13,281K RPM's (Motec registered over-rev)...needless to say, I granaded the valve train and then some...if something let loose in the engine, the T2 over-rev could also occur after the fact...who knows, the fact is that it happened and Don can buy Garth's Viper now...outcome +++++
Craig...call me when you have a minute...
Craig...call me when you have a minute...
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Garth's car is kinda to the right buyer. I would agree to keep it local and he got to play with it
Love the car just have to sort a few things out this week and then I will pull the trigger!!!!! Car is amazing top notch and it comes with its own in town mechanic
Love the car just have to sort a few things out this week and then I will pull the trigger!!!!! Car is amazing top notch and it comes with its own in town mechanic
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Originally Posted by VRAlexander
I had a situation back in 2001 with my 993tt, where I was under full boost and close to redline when I drove through water that overflowed from an irrigation seal (all over the four lane road) and by the time that I could react the engine was at 13,281K RPM's (Motec registered over-rev)....