OMP Oil Metering pump output and modification
#276
77 cylinders, 4 rotors...
For anyone interested in more examples of peak OMP output:
Below is not from Steve@Versatune. It combined the quotes for some reason.
I have a series 2 and do hpde days
. I notice a huge jump in how much it consumes compared to normal drive about 1 quart a day at the track.
I also premix 8oz amsoil every tank.
[[b]QUOTE=speed7;4965078]Yeah that is about the same level as me btw. Series 2 and after every 20 minute run in an HPDE event I have to top off.. way more when compared to regular driving.
We paid careful attention to ambient temp, intake air temp, and coolant temp so that things are repeatable. Pulls were done at 80C ECT and 20C IAT. When we came to the conclusion that any given tune was done, we did multiple pulls to confirm repeatability. We did about 10 pulls on the final tune that we published to be sure that it was repeatable. This ECU/engine is very sensitive to heat. It dumps fuel when it gets hot. It's important to keep temps under control to see consistent top performance.
Below is not from Steve@Versatune. It combined the quotes for some reason.
I have a series 2 and do hpde days
. I notice a huge jump in how much it consumes compared to normal drive about 1 quart a day at the track.
I also premix 8oz amsoil every tank.
[[b]QUOTE=speed7;4965078]Yeah that is about the same level as me btw. Series 2 and after every 20 minute run in an HPDE event I have to top off.. way more when compared to regular driving.
Last edited by kevink0000; 07-30-2022 at 11:40 AM.
#277
Registered
Hey team is there a way to jump the wires going to the Omp with resistors or something to trick the ecu into thinking it's there. (I doubt it). I have two Omp and either one fixed my problem. I know it's proly the wires further up the harness or something but I would still love to ditch the Omp all together. Standalone ecu proly the only way to do that though.
#278
No respecter of malarkey
iTrader: (25)
the only solution I know of would be the Adaptronic Modular ECU, but they’re recently discontinued/sold out and not going to pass emissions compliance depending on where you live and if that matters. The only other thing is maybe advancing the position sensor just slightly CCW to make sure that it’s not the issue. If the sensor position was right on the edge or has worn some to place it there, then moving it slightly might help.
I was having AC issues on my Civic Si and the shop wanted to install a new compressor for $600. It would work fine when cool, but drop off when hot. It seemed more like the magnetic clutch was the issue. Because the AC was super cold on first start up or when cooler at night, but then kick out the hotter it was.
It turned out that taking the AC pulley clutch cover off to remove a 0.4mm (0.016”) thick shim underneath it solved the issue. Bringing the clutch cover just only that much closer to the magnetic coil was enough for it to pull in and stay engaged, and now it can run all day in this crazy 100°F+ heat without issue. As a number of us have found, having the MOP sensor switch just barely off from the ideal position will make the difference between limp mode or not. In my case it was just bolting it on to a rebuilt motor resulted in limp mode, small position turn of the sensor and never a problem again. So maybe try that.
so I might as well go full off the rails then; if a Sohn provides so much more oil to the engine, yet provides no more durability, because again people racing many, many of these engines over many seasons/years ran a lot less oil premixed without issue, and all the pro builders, race series organizer, and racers all know about but don’t choose to use a Sohn, then how does that prove anything other than it’s a waste of money? Instead of pouring it in with the fuel you pour it into a tank that needs to be monitored. I’ll never have a Sohn and the only reason I have the MOP is due to rules requirements.
.
I was having AC issues on my Civic Si and the shop wanted to install a new compressor for $600. It would work fine when cool, but drop off when hot. It seemed more like the magnetic clutch was the issue. Because the AC was super cold on first start up or when cooler at night, but then kick out the hotter it was.
It turned out that taking the AC pulley clutch cover off to remove a 0.4mm (0.016”) thick shim underneath it solved the issue. Bringing the clutch cover just only that much closer to the magnetic coil was enough for it to pull in and stay engaged, and now it can run all day in this crazy 100°F+ heat without issue. As a number of us have found, having the MOP sensor switch just barely off from the ideal position will make the difference between limp mode or not. In my case it was just bolting it on to a rebuilt motor resulted in limp mode, small position turn of the sensor and never a problem again. So maybe try that.
so I might as well go full off the rails then; if a Sohn provides so much more oil to the engine, yet provides no more durability, because again people racing many, many of these engines over many seasons/years ran a lot less oil premixed without issue, and all the pro builders, race series organizer, and racers all know about but don’t choose to use a Sohn, then how does that prove anything other than it’s a waste of money? Instead of pouring it in with the fuel you pour it into a tank that needs to be monitored. I’ll never have a Sohn and the only reason I have the MOP is due to rules requirements.
.
Last edited by TeamRX8; 07-30-2022 at 04:29 PM.
#279
Registered
iTrader: (2)
If the plugs foul up from too much oil injection or premix, do they foul up so badly that they get so impregnated with combustion byproducts that cleaning doesn't help and they need to be replaced? When I had my first 8 I didn't premix back then but I would regularly clean the plugs as part of my oil change routine.
I wonder if the IGN-1A coils can provide a better spark that can overcome higher premix levels without fouling the plugs as easy. I guess ultimately up to a certain point it doesn't matter due to the oil blowby issue at higher levels of injection and reduced octane rating. Too much of a good thing ultimately isn't good.
I wonder if the IGN-1A coils can provide a better spark that can overcome higher premix levels without fouling the plugs as easy. I guess ultimately up to a certain point it doesn't matter due to the oil blowby issue at higher levels of injection and reduced octane rating. Too much of a good thing ultimately isn't good.
#280
No respecter of malarkey
iTrader: (25)
just owning up to and admitting my error; since the edit correcting my misjudgment and refuting my false accusation may not be seen by some:
once again, you are full to the very brim within yourself of; and do only spread, mistruth.
.
Having gone back and read the full thread, now have to admit that I was describing myself and not Kevin. Despite my participation in the thread over several years I didn’t recall most of this. I also recognize not having really known what the actual MOP output was, but was working more on my own bad assumptions and false lore. As such I didn’t really know enough to be commenting on how much a MOP flows or making such an accusation. It’s entirely my error of by my own doing, and entirely on me for people to judge as they see fit.
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I don't want to get into a premix/ OMP debate, there are other places for that.
That is indeed what the racing standard is in most places I have seen. I still have questions about that.
I also know from my previous experience that any 2 stroke piston engine would seize when run at high or full power with that ratio, 128:1. The bearings might tolerate that ratio for a period of time, but the piston and cylinder wall would become good friends, even with modern cylinder and piston coatings superior to what Mazda uses and has used in the past in their rotaries
Since we are talking about the OMP here, it should be noted that the stock OMP at the stock settings delivers 3x-4x that ratio at full throttle. And, it can be modified to deliver more than that.
That is indeed what the racing standard is in most places I have seen. I still have questions about that.
I also know from my previous experience that any 2 stroke piston engine would seize when run at high or full power with that ratio, 128:1. The bearings might tolerate that ratio for a period of time, but the piston and cylinder wall would become good friends, even with modern cylinder and piston coatings superior to what Mazda uses and has used in the past in their rotaries
Since we are talking about the OMP here, it should be noted that the stock OMP at the stock settings delivers 3x-4x that ratio at full throttle. And, it can be modified to deliver more than that.
.
Having gone back and read the full thread, now have to admit that I was describing myself and not Kevin. Despite my participation in the thread over several years I didn’t recall most of this. I also recognize not having really known what the actual MOP output was, but was working more on my own bad assumptions and false lore. As such I didn’t really know enough to be commenting on how much a MOP flows or making such an accusation. It’s entirely my error of by my own doing, and entirely on me for people to judge as they see fit.
.
The following 2 users liked this post by TeamRX8:
kevink0000 (07-31-2022),
SiNfidelity (07-31-2022)
#281
77 cylinders, 4 rotors...
If the plugs foul up from too much oil injection or premix, do they foul up so badly that they get so impregnated with combustion byproducts that cleaning doesn't help and they need to be replaced? When I had my first 8 I didn't premix back then but I would regularly clean the plugs as part of my oil change routine.
I wonder if the IGN-1A coils can provide a better spark that can overcome higher premix levels without fouling the plugs as easy. I guess ultimately up to a certain point it doesn't matter due to the oil blowby issue at higher levels of injection and reduced octane rating. Too much of a good thing ultimately isn't good.
I wonder if the IGN-1A coils can provide a better spark that can overcome higher premix levels without fouling the plugs as easy. I guess ultimately up to a certain point it doesn't matter due to the oil blowby issue at higher levels of injection and reduced octane rating. Too much of a good thing ultimately isn't good.
#282
77 cylinders, 4 rotors...
It is no reflection on your person or character to have made a mistake. At all.
Last edited by kevink0000; 07-31-2022 at 08:41 AM.
#283
77 cylinders, 4 rotors...
Hey team is there a way to jump the wires going to the Omp with resistors or something to trick the ecu into thinking it's there. (I doubt it). I have two Omp and either one fixed my problem. I know it's proly the wires further up the harness or something but I would still love to ditch the Omp all together. Standalone ecu proly the only way to do that though.
I may have time tomorrow to look at them and see what causes outright failure, in case that is your issue.
#284
You gonna eat that?
iTrader: (1)
#285
Registered
#287
Registered
The car is half apart now anyways cause I'm just gonna do all the things I neglected to do because I just wanted to drive it lol.
1 exhaust leak between manifold and engine do to broken bolt
2 air pump delete since the manifold will be out (no I don't have a cat)
3 Omp is getting mounted where air pump once was.
4 clean clean clean and maybe paint some things in the bay.
5 heat wrap exhaust manifold or lower intake manifold
#288
No respecter of malarkey
iTrader: (25)
are you getting any cel codes for it?
otherwise maybe review this post to pull the sensor and verify the shaft end to it is cycling when the key is turned on
https://www.rx8club.com/series-i-tec...6/#post4919746
worst case I have several low mileage ones and can send one to try and see if that corrects it. The biggest issue with these is if the sensor goes bad they don’t sell a replacement. It requires purchasing a new MOP to get the sensor. Likely because you technically can’t calibrate it, but most of us have figured out that just moving the sensor to the point the slack is taken up is close enough. In your case it doesn’t even matter since the MOP is off to the side.
.
otherwise maybe review this post to pull the sensor and verify the shaft end to it is cycling when the key is turned on
https://www.rx8club.com/series-i-tec...6/#post4919746
worst case I have several low mileage ones and can send one to try and see if that corrects it. The biggest issue with these is if the sensor goes bad they don’t sell a replacement. It requires purchasing a new MOP to get the sensor. Likely because you technically can’t calibrate it, but most of us have figured out that just moving the sensor to the point the slack is taken up is close enough. In your case it doesn’t even matter since the MOP is off to the side.
.
Last edited by TeamRX8; 08-01-2022 at 01:55 PM.
#289
77 cylinders, 4 rotors...
BRP E-Tec
One of the manufacturers that in my opinion is still engineering 2 strokes (although they no longer make Evinrude 2t) very well in these modern times, is BRP. Here is an example from Car and Driver, of all places, of snowmobiles. Fortunately, C/D logged both fuel and oil consumption. This with the E-TEC engine which is designed to be very fuel efficient, and more "green" with lower oil usage and lower emissions. It also has a power density just a bit lower than the Renesis. Maybe Snox can chime in on this, as he probably has seen these up close or even worked on them.
In their test it gave 17mpg fuel and the oil usage ratio amounted to 26:1. It a pretty advanced engine, with an ECU controlled metering pump.
I will try to attach document later, I am having connectivity problems.
Here is link:
https://hmg-prod.s3.amazonaws.com/fi...1544205392.pdf
In their test it gave 17mpg fuel and the oil usage ratio amounted to 26:1. It a pretty advanced engine, with an ECU controlled metering pump.
I will try to attach document later, I am having connectivity problems.
Here is link:
https://hmg-prod.s3.amazonaws.com/fi...1544205392.pdf
Last edited by kevink0000; 08-12-2022 at 08:49 AM.
#291
77 cylinders, 4 rotors...
The relevance is the factory OMP settings in the RX8 provide significantly more oil at full throttle than is commonly noted and recognized, in line with, perhaps even exceeding at times the ratio % BRP has specified in this engine.
Last edited by kevink0000; 08-08-2022 at 01:16 PM.
#293
77 cylinders, 4 rotors...
#294
No respecter of malarkey
iTrader: (25)
when I recently tried to imply to someone on here that a wankel and a 2-stroke are significantly different on many levels all I got in return was an ironically clueless reply about how I was unable to respond in anything meaningful way. You can’t make that level of no-understanding up.
it wouldn’t be any different trying to point out that unlike a street engine in somebody’s car, FAA regulations mandate engine rebuilds after so many operating hours regardless. We could discuss a lot of other variances too, except my advice to someone more open-minded is not to waste time on it.
because this unresolved topic is decades old and the equivalent searching for the Holy Rotary Grail that simply doesn’t exist. Being fixated on the wrong thing is never a good thing, but some people are destined to do just that. Suffer it to be so.
.
it wouldn’t be any different trying to point out that unlike a street engine in somebody’s car, FAA regulations mandate engine rebuilds after so many operating hours regardless. We could discuss a lot of other variances too, except my advice to someone more open-minded is not to waste time on it.
because this unresolved topic is decades old and the equivalent searching for the Holy Rotary Grail that simply doesn’t exist. Being fixated on the wrong thing is never a good thing, but some people are destined to do just that. Suffer it to be so.
.
The following users liked this post:
Red line envy (08-11-2022)
#295
77 cylinders, 4 rotors...
I will add this now, I was going to wait for more mileage to accrue but that will likely take a while since I am driving a different 8 now.
It is no way meant to be conclusive, but the 8 my son bought from Smutterbutter 4 years ago that then I bought from my son and used as a DD, has about 78k miles on Smutter's home rebuild.
Shortly after the car arrived here, I did a compression test, which was about 10-11k after the engine had been assembled.
I did another compression test recently, about 66-67k after the first one I did. The starter was a lot slower (40-45 rpm slower) but the engine showed exactly the same compression when adjusted for rpm.
Both rotors has the same relationship, with the rear being lower. 118/121 psi. This was with the same non-rotary gauge, tested the same way it was before. (Valve out, take video, then peak hold)
This is not enough mileage to get excited about for sure, but the fact that there was no degradation at all, might prove to be significant in the long run.
The OMP mods in this thread were put into use when we first got this car, in addition to premix. The combined ratio was about 60:1 for normal driving, then would get a lot lower than that if the pedal was pushed down.
Smutterbutter built this engine with used housings, also. The irons were resurfaced.
It is no way meant to be conclusive, but the 8 my son bought from Smutterbutter 4 years ago that then I bought from my son and used as a DD, has about 78k miles on Smutter's home rebuild.
Shortly after the car arrived here, I did a compression test, which was about 10-11k after the engine had been assembled.
I did another compression test recently, about 66-67k after the first one I did. The starter was a lot slower (40-45 rpm slower) but the engine showed exactly the same compression when adjusted for rpm.
Both rotors has the same relationship, with the rear being lower. 118/121 psi. This was with the same non-rotary gauge, tested the same way it was before. (Valve out, take video, then peak hold)
This is not enough mileage to get excited about for sure, but the fact that there was no degradation at all, might prove to be significant in the long run.
The OMP mods in this thread were put into use when we first got this car, in addition to premix. The combined ratio was about 60:1 for normal driving, then would get a lot lower than that if the pedal was pushed down.
Smutterbutter built this engine with used housings, also. The irons were resurfaced.
#296
77 cylinders, 4 rotors...
when I recently tried to imply to someone on here that a wankel and a 2-stroke are significantly different on many levels all I got in return was an ironically clueless reply about how I was unable to respond in anything meaningful way. You can’t make that level of no-understanding up.
it wouldn’t be any different trying to point out that unlike a street engine in somebody’s car, FAA regulations mandate engine rebuilds after so many operating hours regardless. We could discuss a lot of other variances too, except my advice to someone more open-minded is not to waste time on it.
because this unresolved topic is decades old and the equivalent searching for the Holy Rotary Grail that simply doesn’t exist. Being fixated on the wrong thing is never a good thing, but some people are destined to do just that. Suffer it to be so.
.
it wouldn’t be any different trying to point out that unlike a street engine in somebody’s car, FAA regulations mandate engine rebuilds after so many operating hours regardless. We could discuss a lot of other variances too, except my advice to someone more open-minded is not to waste time on it.
because this unresolved topic is decades old and the equivalent searching for the Holy Rotary Grail that simply doesn’t exist. Being fixated on the wrong thing is never a good thing, but some people are destined to do just that. Suffer it to be so.
.
Both the 2 stroke and the Wankel use a total loss system for top end lubrication. shut that system off, and both engines would fail quickly. Of course there are similarities. Similarities that bear exploration.
Last edited by kevink0000; 08-12-2022 at 09:36 AM.
#298
No respecter of malarkey
iTrader: (25)
I’m not open-minded because I accept that there’s no such thing as a perpetual motion device? There’s a point where a person crosses over to being foolish in refusing to accept established realities.
I believe in common sense over being foolish as much as being straight up rather than engaging in nonsensical word games that only deceive and ensnare other foolish people.
.
I believe in common sense over being foolish as much as being straight up rather than engaging in nonsensical word games that only deceive and ensnare other foolish people.
.
#299
77 cylinders, 4 rotors...
I’m not open-minded because I accept that there’s no such thing as a perpetual motion device? There’s a point where a person crosses over to being foolish in refusing to accept established realities.
I believe in common sense over being foolish as much as being straight up rather than engaging in nonsensical word games that only deceive and ensnare other foolish people.
.
I believe in common sense over being foolish as much as being straight up rather than engaging in nonsensical word games that only deceive and ensnare other foolish people.
.
#300
77 cylinders, 4 rotors...
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