Mr Cholmondeley-Warner wrote:I must admit I have to grit my teeth when in my car with someone driving who thinks it's "cool" to rev it to 6500 rpm in every gear because they like the noise. Personally I stay well clear of this most of the time. There's enough torque that a change up rarely diminishes the acceleration available. YMMV.
Garrison wrote:Red-lining in 4th, 5th or 6th means highly legal speed in most cars.
Mr Cholmondeley-Warner wrote:I must admit I have to grit my teeth when in my car with someone driving who thinks it's "cool" to rev it to 6500 rpm in every gear because they like the noise. Personally I stay well clear of this most of the time. There's enough torque that a change up rarely diminishes the acceleration available. YMMV.
Garrison wrote:RobC wrote:I was put of buying a 911 after speaking to people about intermediate shaft, cylinder cracking and catastrophic engine failure and £10K engine rebuilds as well as rear main oil seal problems and bought a Mercedes SL instead.
I know that all modern cars have ECUs that store fault codes, however would the Volvo V50s diesels ECU pick up the same things as a 911?
Regarding 996/997 Carrera engines, unfortunately they can be liable to bore scoring, intermediate shaft (IMS) failure and oil leaks. U.S. Class Action request for disclosure indicated the failure rate which requires a new engine is c.5% of all cars under Porsche warranty in the U.S.
Fortunately, the repair would only be c.£10K as you said. The Mezger engine in mine would be £39K + fittings, although it does not suffer bore scoring, IMS, etc. and the failure rate is almost nonexistent for stock cars. The X50 engine is in excess of £43K and I think the GT2 engine is north of £50K. The failure mode has been the engine throwing its timing chains after the over-rev, but I don't know whether the damage was caused by the chains or crank or rod or camshaft side.
RobC wrote:I know all cars have faults and that the 911 is a supercar, it just that for me any driving pleasure would be ruined by the thought of a £10K engine rebuild, never mind a £43K or £50K engine rebuild1
Rob
RobC wrote:Garrison wrote:RobC wrote:I was put of buying a 911 after speaking to people about intermediate shaft, cylinder cracking and catastrophic engine failure and £10K engine rebuilds as well as rear main oil seal problems and bought a Mercedes SL instead.
I know that all modern cars have ECUs that store fault codes, however would the Volvo V50s diesels ECU pick up the same things as a 911?
Regarding 996/997 Carrera engines, unfortunately they can be liable to bore scoring, intermediate shaft (IMS) failure and oil leaks. U.S. Class Action request for disclosure indicated the failure rate which requires a new engine is c.5% of all cars under Porsche warranty in the U.S.
Fortunately, the repair would only be c.£10K as you said. The Mezger engine in mine would be £39K + fittings, although it does not suffer bore scoring, IMS, etc. and the failure rate is almost nonexistent for stock cars. The X50 engine is in excess of £43K and I think the GT2 engine is north of £50K. The failure mode has been the engine throwing its timing chains after the over-rev, but I don't know whether the damage was caused by the chains or crank or rod or camshaft side.
Hi Garrrison
I know all cars have faults and that the 911 is a supercar, it just that for me any driving pleasure would be ruined by the thought of a £10K engine rebuild, never mind a £43K or £50K engine rebuild1
Rob
Garrison wrote:Silk wrote:Garrison wrote:The fact that the engine can/may register over-revs will 1) render the car pretty much unsaleable, as well as 2) might reduce its resale value noticeably.
I don't understand. Are you saying that a record is kept somewhere that the engine has been over-rev'd and a future purchaser can find out? I'm not sure how this makes a car unsaleable.
All Mezger Porsche engine (GT1, GT2, GT3 and Turbo), although immensely strong, are liability to give terminal failure if it has been over-rev. Most likely happened on missed down shift or you spin out with your throttle open wide-ish.
TheInsanity1234 wrote:While I was learning in the petrol-powered cars, I found I would change up very early, as there was still power low down in the rev range, but the diesel Yeti seems to dislike low revs, preferring the mid-range (which doesn't quite make sense, but hey).
It's a Greenline 1.6 diesel if anyone has any idea why that's the case
trashbat wrote:So, what arbitrary rev limit are you happy with, and why?
Mr Cholmondeley-Warner wrote:I do sometimes use more, for example on some overtakes where I don't want to change up half way, but just doing it for the sake of it, for example when turning out of a junction with no following traffic, grates on my ear, for some reason, when I'm the passenger. My engine is not as expensive as Garrison's, although it's from the same stable and vintage, but I would still rather not have to have it rebuilt, or replaced.
waremark wrote:Garrison, given that Mezger engined GT3's have a rev limit of 9k, what is it that would fail in the Turbo if you go over your much lower rev limit?
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