When do u need to run premix?
#77
talking head
I'm also curious as to how the ratio was determined.
I run .5oz/gallon of fuel, as I still have my mechanical OMP.
I do it for two reasons:
First, the car doesn't seem to consume enough engine oil. It uses some, but not as much as it should 1qt/1000miles.
Second, in the event of an oiling failure, premix will still enter the engine. I lost oil cooler lines on this engine last year, and lost quite a bit of oil pressure before I turned it off (it was as low as 18psi at idle by the time I shut it off). I was premixing, and the motor is fine to this day, with healthy compression. I'd imagine that wouldn't be the case if I wasn't
Anyway, I like premix. It doesn't seem to hugely affect gas mileage, and I can't see how it could make anything worse. Mazda premixes their race cars, so it can't be all that bad.
I run .5oz/gallon of fuel, as I still have my mechanical OMP.
I do it for two reasons:
First, the car doesn't seem to consume enough engine oil. It uses some, but not as much as it should 1qt/1000miles.
Second, in the event of an oiling failure, premix will still enter the engine. I lost oil cooler lines on this engine last year, and lost quite a bit of oil pressure before I turned it off (it was as low as 18psi at idle by the time I shut it off). I was premixing, and the motor is fine to this day, with healthy compression. I'd imagine that wouldn't be the case if I wasn't
Anyway, I like premix. It doesn't seem to hugely affect gas mileage, and I can't see how it could make anything worse. Mazda premixes their race cars, so it can't be all that bad.
race cars take on a known volume of fuel and oil is mixed exactingly
- it is often drained between events and replaced
not sitting around for unknown time separating from the fuel in your tank
- race cars also stay at higher sustained revs than any street car,
at power levels and apex seal loads well beyond that of even worked street cars
ummmmm
your oil cooler hose and the oil that it supplies has NOTHING to do with the internal condition of your housings
the bearing and rotor oiling system and the EOMP are two different things
running without oil due to busted cooler hose will likely have hammered your rotor and stationary gear bearings
- done long enough, it overheats the sides of the rotors and welds the side seals in place
- closely followed by bluing and blacking of the side plates , all due to lack of cooling and lube oil for rotors and bearings
your housings however will be AOK baring a total crank / stat fail
i have the mazda data publications about the OMP and EOMP
and their rates
and relationship to seal temp and the magical 128: 1 number
( somewheres , i am fighting through a system restore and some data loss )
when i find it i will see if i can attach or host some of it
i suggest you also read something about the EOMP and the s8 rx7 development
( when i find it )
all the data shows pretty well why you should stay with OMP unless dedicated to racing
i will update later when i can find some of it
#78
talking head
The rotary's reliability under the severest conditions was well proven in Mazda's competition activities in the late 80's and early 90's, including an outright win in the Le Mans 24-hour race for sports racing cars in 1991. A road car is subjected to a different kind of stress, said a Mazda designer responsible for the engine's innards, especially when the 13B-REW's output is increased to 209 kW (280 bhp). Possible problem areas are higher combustion temperature and pressure. The former could be dealt with by the cooling system's heat dissipating capacity. The later was thought to exert extraordinary pressure on the engine's gas sealing.
Apex seal lubrication has become a critical issue. In a race engine, oil supply to the rotor housing by means of injection was precisely monitored and controlled, whereas in the production unit, a larger amount is supplied, just to be on the safe side. Some of the lubricant is fed into the trochoid chamber through a metering nozzle. The previous nozzle's oil passage was 2.0 mm (0.08 in.) in diameter. Negative pressure created in the rotor chamber would cause all the oil within the nozzle to be sucked out. When the engine accelerated rapidly, oil supply could not keep up with the speed. To prevent oil starvation, the previous system supplied a larger amount of oil to be on the safe side. In the new metering nozzle, the passage diameter has been reduced to 0.08 mm (0.003 in.), halving its volume of 0.0005 L (0.03 cu. in.). A new rubber seal is also inserted to fill a gap within the nozzle body where oil used to be sidetracked. Now, there is still some oil left within the nozzle after each suction, so that the lubrication system responds to the apex seal's requirement.
Apex seal lubrication has become a critical issue. In a race engine, oil supply to the rotor housing by means of injection was precisely monitored and controlled, whereas in the production unit, a larger amount is supplied, just to be on the safe side. Some of the lubricant is fed into the trochoid chamber through a metering nozzle. The previous nozzle's oil passage was 2.0 mm (0.08 in.) in diameter. Negative pressure created in the rotor chamber would cause all the oil within the nozzle to be sucked out. When the engine accelerated rapidly, oil supply could not keep up with the speed. To prevent oil starvation, the previous system supplied a larger amount of oil to be on the safe side. In the new metering nozzle, the passage diameter has been reduced to 0.08 mm (0.003 in.), halving its volume of 0.0005 L (0.03 cu. in.). A new rubber seal is also inserted to fill a gap within the nozzle body where oil used to be sidetracked. Now, there is still some oil left within the nozzle after each suction, so that the lubrication system responds to the apex seal's requirement.
( specifically the bit about the EOMP )
if you can get hold of the tech bulletins
( i don't have the time nor bandwidth to host them )
you should read new-tech 90-7-12 about the EOMP and the volumes they are using, and the seal temps generated
( and its interesting comparison to the mech OMP flows )
you should then compare that with the seal temp chart posted much earlier in mat-tech 86-1-4
( they are doing much more for less in the direct housing injection styles )
i will also point out the effects on octane of several mixing oils
( i struggle to find the 128: 1 data but think there is also some relationship with octanes also )
Thread
Thread Starter
Forum
Replies
Last Post
The Shaolin
2nd Generation Specific (1986-1992)
9
09-14-15 07:50 PM