Please help make sense of Range 1 & Range 2 Ignition readings! (Long)

I am hoping one of you much more knowledgeable than I can tell me what the following info means from reading my ECU. I believe that Range 1 is times that the rev limiter has been hit and the last hour it happened. I believe Range 2 is the number of times the redline has been surpassed mechanically (i.e. an incorrect downshift that the rev limiter cannot stop). However, I am baffled by the numbers I am seeing. Can the below figures really mean that my car has hit the rev limiter 5677 times in only 1092 hours of operation? More troubling, has my car had the redline surpassed mechanically 449 times, the last being at operating hour 404? I recently purchased the Durametric Software and was surprised by these figures. The car has 31,500 miles and seems to run very strong. Knock on wood; I do not seem to have an RMS issue or any other mechanical problems. However, the numbers below indicate that this motor has had the crap beat out of it. I am not the first owner and this really concerns me. I would think the Range 2 violations would cause fairly immediate problems if they damaged the motor. From the figures, the motor is nearly 700 operating hours from the last violation and running strong. Also, I find it hard to believe that the rev limiter has been hit on average 5 times per hour of operation on the car. Anyway, my overriding question is should I be extremely worried that this motor has been beat terribly and will cause me problems down the road, or is the fact that it is running strong an indication that no damage has been done? I do know one thing; I wish I had the Durametric software before I bought the car last fall. I would have questioned the purchase after seeing this. If I were buying a car today, I would buy the $200 software to check any potential purchases. This info could be as important if not more so than a PPI which I had done by a Porsche dealer on this car. Of course, they said nothing regarding these figures in the PPI, so I assumed all was well. Now I am sweating. Please make some sense of this for me. I would really appreciate it. Thanks, Pat Ignitions (Range 1) 5677 / 1081h Ignitions (Range 2) 449 / 404h Operating Hours Counter 1092

Nobody has any suggestions or views on the above? I was hoping someone could give me some solid info on their views on the readings.

Patric - Give it a little time. Maybe Tool Pants, Loren, or others that are knowledgeable in this topic will help out. Unfortunately, I can't help you out here because I have no background in this type of info. Very interesting topic!

Try here. Or.... So you did. http://www.ppbb.com/scgi-bin/boards/...l?read=1105823

For what it's worth I have repeatedly tried to get PNA to explain what Range1 and Range 2 ignitions actually are. They have completly stonewalled me on this. Why? Because they made me pay the labor ($2000) under warranty for a catastrophic engine failure - Intermediate Shaft broke. PNA claimed abuse. My Range 2 ignition reading was 1. You read that right - 1. I've got the DME printout from the dealer. The car is a 2003 CS with X51, 11,700 miles. You can imagine how I feel about PNA right now. TW

Correction - C4S

1!!! The explanations that I have been given tell me that means your car had 1 cylinder ignition in mechanical over-rev conditions. My car has 400+ and the way that was explained to me indicates about 1.2 seconds in a over-rev condition. Using that to look at your situation, your car was in that condition for .003 seconds. I cannot believe they used that to make you pay the $2000! The most profitable car company in the world, and they are resorting to things like this to shirk warranty reposiblity. I guess $2000 is better than them sticking you with the entire engine replacement. Still sucks though!

Indeed. When you think about it 1 Range Two ignition is well nigh impossible. Since even 1 engine revolution would result in 3 ignitions just 1 ignition would presumably signify just one third of a revolution. This is hardly a likely event. Thus one has to entertain the possibility that the ignition event is random timing scatter, or that the DME information is approximate at best. BTW - PNA held a gun to my head on the warranty claim. Their rep told me that if I wasn't completely satisfied with their offer (they pay for the engine, I pay for the labor) they would withdraw the offer and I would have to pay for the whole thing, which would have worked out to about 15K! Nice eh? Now you know why they are the "most profitable car company in the World" Incidently, my understanding of what precipitated this engine failure was a defective intermediate shaft bearing. I have heard that Porsche went to a cheaper single row ball bearing from the former double row one. I don't know if this is true or not but it would be consistent with Dr. Weideking's stated aim to cut manufacturing costs and furthur increase profits. I'm not whining or complaining here, just stating the facts as I understand them. They are a business and can do business as they please. However this type of treatment is rather disingenuous from a company the proports to be the hard-core sportscar enthusiasts. As a repeat Porsche owner I'll just vote with my dollars somehere else next time. TW