Reading the DME ( informative post )
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Sorry. I had had a few scotches and posted in a silly manner. Rereading it now I see how it is a little off.
I will ask my question again but from a different angle.
How can I purposely go about creating these over revs in a 997.1 turbo with a manual 6 speed.
Lets say I had a test car and it was my goal to create over revs 1-6. What do I need to do at the granular level to ping each over rev code?
I feel like if I/we understood what caused a 1 to a 6 it would be easier for us to avoid the codes to begin with.
I understand and agree with Quick's thoughts that if there are over revs and there has been thousands of miles put on the car and it does appear to run fine that no real damage was done. But these codes are there for a reason. To replace a motor is $30ish k? I want to know how I can enjoy the most out of my 480 hp super car without causing it any undo stress that could cause an engine failure. I understand that is always a risk. But I want to run some risk management
I will ask my question again but from a different angle.
How can I purposely go about creating these over revs in a 997.1 turbo with a manual 6 speed.
Lets say I had a test car and it was my goal to create over revs 1-6. What do I need to do at the granular level to ping each over rev code?
I feel like if I/we understood what caused a 1 to a 6 it would be easier for us to avoid the codes to begin with.
I understand and agree with Quick's thoughts that if there are over revs and there has been thousands of miles put on the car and it does appear to run fine that no real damage was done. But these codes are there for a reason. To replace a motor is $30ish k? I want to know how I can enjoy the most out of my 480 hp super car without causing it any undo stress that could cause an engine failure. I understand that is always a risk. But I want to run some risk management
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Find a safe place to make a high speed run and shift at redline (or when rev limiter cuts in) - that should generate range 1 readings and most likely range 2 and possibly 3. I don't think you want to purposely try to get ranges 4, 5 or 6 since that would require you to consciously misshift from say 5th to 2nd at say 80 mph.
In another thread, DME codes where brought up and it was suggested hitting the rev limiter would not cause a code.
https://www.6speedonline.com/forums/...ml#post3341900
Everyone seems really worried about the DME codes, but it doesn't seem like everyone understands how they are created. At least not exactly. Shifting from 5th to 2nd at 80 probably isn't advisable in any car and I get that it will probably through a high code.
I guess what I am finding frustrating about the subject is there doesn't seem to be any concrete data.
Sorry if I am beating a dead horse :/
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The problem is, theoretically range 3-6 over revs can cause engine issues but in real life techs esp the Porsche dealers, don't even pay any attention to them.
Just for discussion sake, if OVER REVS were that IMPORTANT then why doesn't Porsche run OVER REV REPORTS on all the cars esp the TT's that are traded in or bought at the dealer auctions
not to mention why would they even CPO these cars 
That's why i started this thread to where a DME report should not be an automatic NO NO in deciding whether to pursue a particular car or not.
Just for discussion sake, if OVER REVS were that IMPORTANT then why doesn't Porsche run OVER REV REPORTS on all the cars esp the TT's that are traded in or bought at the dealer auctions
not to mention why would they even CPO these cars That's why i started this thread to where a DME report should not be an automatic NO NO in deciding whether to pursue a particular car or not.
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The problem is, theoretically range 3-6 over revs can cause engine issues but in real life techs esp the Porsche dealers, don't even pay any attention to them.
Just for discussion sake, if OVER REVS were that IMPORTANT then why doesn't Porsche run OVER REV REPORTS on all the cars esp the TT's that are traded in or bought at the dealer auctions not to mention why would they even CPO these cars
That's why i started this thread to where a DME report should not be an automatic NO NO in deciding whether to pursue a particular car or not.
Just for discussion sake, if OVER REVS were that IMPORTANT then why doesn't Porsche run OVER REV REPORTS on all the cars esp the TT's that are traded in or bought at the dealer auctions
not to mention why would they even CPO these cars That's why i started this thread to where a DME report should not be an automatic NO NO in deciding whether to pursue a particular car or not.
If someone else did the over rev (ie prior owner) .. don't count on him to pay for the repair because when you buy a used car it comes in "as is " condition .
If the car was CPO'd and it was a previous documented event .. then all one can do is hope that the dealership who certified the car is willing to admit this oversight and that Porsche is willing to work with this .
In short .. it never matters .. UNTIL a problem arises .
And even if no problem ever arises ..,
There's always that day one goes to sell the car when the next buyer might just call it out .
It's one thing if the owner himself did the over rev and quite another to buy a car with a blemish in its fact sheet when he could have bought another car which didn't have it .
Last edited by yrralis1; Oct 20, 2011 at 08:17 PM.
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When a warranty claim becomes a big ticket expense .. you bet some Porsche rep can see a high level over rev . It is a documented piece of factual info and it might just be all he needs to deny the claim .
If someone else did the over rev (ie prior owner) .. don't count on him to pay for the repair because when you buy a used car it comes in "as is " condition .
If the car was CPO'd and it was a previous documented event .. then all one can do is hope that the dealership who certified the car is willing to admit this oversight and that Porsche is willing to work with this .
In short .. it never matters .. UNTIL a problem arises .
And even if no problem ever arises ..,
There's always that day one goes to sell the car when the next buyer might just call it out .
It's one thing if the owner himself did the over rev and quite another to buy a car with a blemish in its fact sheet when he could have bought another car which didn't have it .
If someone else did the over rev (ie prior owner) .. don't count on him to pay for the repair because when you buy a used car it comes in "as is " condition .
If the car was CPO'd and it was a previous documented event .. then all one can do is hope that the dealership who certified the car is willing to admit this oversight and that Porsche is willing to work with this .
In short .. it never matters .. UNTIL a problem arises .
And even if no problem ever arises ..,
There's always that day one goes to sell the car when the next buyer might just call it out .
It's one thing if the owner himself did the over rev and quite another to buy a car with a blemish in its fact sheet when he could have bought another car which didn't have it .
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I have no experience with reading DME and have some questions for the experts please, particularly those who have seen a lot of DME's readings in their search for a used Turbo:
How often do you find cars that:
1. Have no range 3?
2. Have no range 4?
If possible, please give some estimate of percentage of used cars in each of the range. Do such things as a perfect DME exist? It seems to me *every* car has some sort of range 3 or above over rev - is my impression (from reading forum) correct? TIA
How often do you find cars that:
1. Have no range 3?
2. Have no range 4?
If possible, please give some estimate of percentage of used cars in each of the range. Do such things as a perfect DME exist? It seems to me *every* car has some sort of range 3 or above over rev - is my impression (from reading forum) correct? TIA
Over rev events are documented as follows in the VAL (Vehicle Analysis Log):
Rev range 1: 6,740 -1 ... to 6,940 -1
⇒ Maximum permitted engine speed exceeded; engine damage possible.
Rev range 2: 6,940 -1 ... to 7,140 -1
⇒ Maximum permitted engine speed exceeded; engine damage possible.
Rev range 3: 7,140 -1 ... to 7,340 -1
⇒ Maximum permitted engine speed exceeded; engine damage probable.
Rev range 4: 7,340 -1 ... to 7,840 -1
⇒ Maximum permitted engine speed clearly exceeded; engine damage probable.
Rev range 5: 7,840 -1 ... to 8,940 -1
⇒ Maximum permitted engine speed very clearly exceeded; engine damage very probable.
Rev range 6: over 8,940 -1
⇒ Engine damage has generally occurred.
Rev range 1: 6,740 -1 ... to 6,940 -1
⇒ Maximum permitted engine speed exceeded; engine damage possible.
Rev range 2: 6,940 -1 ... to 7,140 -1
⇒ Maximum permitted engine speed exceeded; engine damage possible.
Rev range 3: 7,140 -1 ... to 7,340 -1
⇒ Maximum permitted engine speed exceeded; engine damage probable.
Rev range 4: 7,340 -1 ... to 7,840 -1
⇒ Maximum permitted engine speed clearly exceeded; engine damage probable.
Rev range 5: 7,840 -1 ... to 8,940 -1
⇒ Maximum permitted engine speed very clearly exceeded; engine damage very probable.
Rev range 6: over 8,940 -1
⇒ Engine damage has generally occurred.
Last edited by cannga; Oct 21, 2011 at 08:59 AM.
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I am no expert but here is my read out. Nothing beyond stage 1 and then only a slight blip. I bought this car about two months ago. A 2008TT with 1075 miles.
Attachment 161161
Attachment 161161
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Congratulations - great purchase - it looks like the last overrev occurred about 45 miles ago at hour 42.4 - you testing it out?
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If you don't mind sharing: Did you have to pay substantially more than current market value of typical 2008?
Amazing come to think about it - with tax & fee I wrote check of 150k 4 years ago for same car.
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I am no expert but here is my read out. Nothing beyond stage 1 and then only a slight blip. I bought this car about two months ago. A 2008TT with 1075 miles.
Attachment 161161
Attachment 161161
WOWW
Great find