Brettus

iTrader: (2)

I have seen enough instances of unexplained lack of oil consumption on this forum to think ........................ you are really onto something here .

MikeTyson8MyKids

iTrader: (1)

Agreed, it happens in other platforms too.

I watched my OMP lines fill, watched air bubbles travel down the lines. Yet, crank case oil level remains approx the same.

don_peppino24

iTrader: (1)

just removed my omp injectors and threw them into an ultrasonic cleaner as well as cleaned the lines by flushing them out with wd40, going to remove the whole omp unit itself and clean in there while adding the sohn adapter.

but while removing the omp injectors, i found that one of them was not torqued down enough and i could unscrew it with my fingers, didnt need to break it loose which was very scary for me.

hopefully with the sohn i can actually see the oil consumption and have some peace of mind.

thanks for this thread or i may have had a broken rex and an empty bank account. (if this does fix the problem)

Iluvrevs

Rud, do you happen to know what method of fuel/water dilution testing your lab is doing? Here we have 1 major lab that does a calculation based upon oil shear while many smaller ones actualy test for fuel and water product/byproduct. That will make a difference in validating the accuracy of the tests.

For me Blackstone consistantly shows little or now fuel at <.5%, but they use the calculation method. Polaris and whoever Dyson uses actually tests for fuel and they usually come back around 2-2.5% and I know Im getting plenty hot to burn most that off.

Rudolph

Hi Iluvrevs,
It was not a test from a lab but a simple/indicative selftest as announced in my previous post #741. I believe that the test with an oil drop on a testpaper is probabely doubtful, however I could not find any extreme negative experiences.
http://www.ipmsolutionsbv.nl/docs/mo...st_english.pdf
http://www.ipmsolutionsbv.nl/motoran...ranalyser.html
Here in Europe oiltests from labs are very expensive and very devious; actually only for industrial users and not for consumers.
For me it was sufficient to know whether there was fuel dilution in my 4-stroke oil yes or no.

Awesomo666

Firstly, I'm posting here because I can't find a specific enough thread, and am too new to start a new one. But I'm curious that oil lines my have something to do with it.

I'm chasing down a p0300 in my 2009 R3. I've done everything relating to the misfire resolution thread. Symptom wise, it acts like a coolant seal failure. Cold start, it randomly misfires, seemingly burning off whatever has collected in my engine and then settles and it practically unnoticeable after it is a little warm. This has persisted for almost a year now, with no real decline. Problem one is that it really doesn't seem like it's burning coolant. It smells fairly distinctly like oil, but the fact that the CAT has long since failed and was thus gutted, makes the smell test a little harder to decipher, as it would smell more foul anyway. But would you still be able to smell coolant among the other collected nasty that is escaping from my engine?

What is really odd, is that after an oil change and the one time I seafoamed to attempt a fix, I had a grace period of 3-5 days, where there was no issues on start up, until gradually it degraded back into the normal slump of random misfires every cold start. If it were a coolant leak all along, why would and oil change or seafoam affect it at all? What may or may not factor into this is that I have not been using genuine oil filters, which depending on who you ask, makes a difference. Charles at BHR says that ASH8's theory about the pressure differential on non genuine filters causing basically the oil system to by pass the filter all together is wrong (I'm paraphrasing and probably misquoting). But if true could that have clogged my oil lines causing excess back pressure in my lines ultimately causing the injectors to leak into my engine when left for too long?

I'm so F-ing confused. My nearest Mazda Dealership basically said that they didn't have working compression testers so I can't check that until they have new ones. Beyond that, is there anything else I should do other than pressure testing the coolant, oil and or fuel system?

I greatly appreciate any advise and I'm sorry if I'm too noob and haven't posted in the correct spot.

9krpmrx8

iTrader: (46)

Missed this post. Charles is right, Ash8 is incorrect. You have an S2 which means a totally different oil metering system so this thread does not apply to you. There is a cycle on the S1 RX-8's that injects a little bit of oil into the combustion chamber upon shutdown. I suppose that on an S2 there could be a similar process and that too much oil could be being injected and thus causing your issues until it is burnt off. But this is just a guess and we would need more info to fully address your issue. I suggest starting a thread in the S2 subforum and then we can go from there.

Awesomo666

Thank you very much!

kevink0000

Ancient thread revival. Hopefully I didn't break any forum rules by posting here. I have read this thread with interest a couple of times, and now have a 2007 186000 mile s1 engine apart in my garage that was was well maintained by its owner, used GTX 5w-20 as long as he had it, who had the car from about 11000 miles till I picked it up at 186000. From what I have seen so far in this engine, and I will post pictures and start a new thread when I can since I am a noob, and the forum will not allow me to start one yet, the side seals in this daily driver car were not the main source of ultimate failure. The rotor housings showed pronounced wear, but no flaking, and the apex seals bore the brunt of the wear and were the source of the majority of compression loss as far as I can see. There were no signs of overheating in this engine, either localized (the sparkplug area cracks) or overall It also appeared than a chronic lack of top-end (to use a piston term) lubrication afflicts these engines in stock form, even with updated factory flashes. As others have stated elsewhere, the part-throttle low load oil map is inadequate in my opinion, and the whole oil injection system is designed for emissions reduction primarily and owner convenience second- long engine life and well-being were deemed a tertiary concern. However, I think the map at high load high rpm (beyond where normal emissions testing is done) is what "saves" the engine from quicker death in certain circumstances; (a redline a day, etc) not just from carbon blowoff, but also accessing the factory high load oil map regularly keeps a more advantageous level of lubricant in the top end- temporarily and sporadically at least.
( Like the Racing Beat comment on their site about increased HP coming with increased oil introduction, and then slowly going away after returning to stock levels, which has been documented to occur in 2 stroke piston engines as well. Probably occurs from both better sealing and lower friction, which from what I see in my engine, lower friction and less metal-metal contact in the chamber would be a very good thing.)

I am adding to this thread because I found it interesting and largely helpful prior to this teardown. But, the info here shows that the Renesis fails differently in a racing environment than my engine did in long term "normal" street use. This may have been covered before in the forum, but I was unable to find a long-term high mileage original engine teardown post. I thought you guys will find it interesting. Will have pics and a fresh teardown post up as soon as I get all the pictures together.