as some of you might have seen, they made Bernie tear down the 787 that puked coolant at sevenstock, and they posted many pornographic pics, but i'll pick two.

the coolant seal grooves are clearly on the rotor housings, but there is a big cut on the iron, why?

also notice the presence of a metering pump

 

stop teasing us with a couple dick pics, we want a link to ALL the dirty pictures

 

Oil metering pump is probably because of spec fuel reasons.

Technically, injected oil is better because you can put the oil right on the rotor housing instead of misted in the air where the vast majority of it goes right through the engine without touching a surface.

 

The thing that I've found interesting is that if you look at it, there's no production castings other than maybe the rotors. So those indentations are there for some reason.

I also really really like the front cover / oil pump solution and am thinking of how to make something similar for the production rotaries.

 

Front cover looked to me like a "production" MFR dry sump cover.

The intake port cutouts are to give blowby gases a place to go instead of building up next to the rotor.

 

Have you been following the teardown on facebook? It's very very much not the production-style front cover. Actually, here.

Completely non-production castings. Oil pump is next to it.

 

you should look at how they did the S2 Renesis, somewhere between the two, you could have a bolt on setup.

 

but there is an SAE paper on the oil for the bearings and the oil for the apex seals! it leads you believe that its premixed

 

check out the counter weight

 

I haven't had a chance to dig into the S2 stuff, but honestly after my experiences with wet sumps and slicks, I'm done with wet sumps on race stuff.

 

I can't believe I never noticed the OMP before, always thought all racing rotaries were premixed.
Even the "Renesis" based 20B in Grand Am from 2011 was premixed.

 

its not wet sump vs dry, they redid the whole oiling system, and the way they did it, could work for a dry sump

 

Looking at the FSM and some parts on ebay, it looks like the pressure regulator and stuff is in the front cover now, and the old drilled passages in the front iron are gone?

I'm going to be honest and admit that I'm not quite sure what you have in mind. I'm thinking in terms of having a two-piece front cover that positions a conventional style (gear or roots scavenge, modular) dry sump pump towards the spark plug side of the engine driven by a chain and using its internal pressure regulators and the like. Either that or moving the front cover seal back and having an HTD belt to the back of the water pump drive belt instead of in front of it. In either case, the parts used from the stock oil circuit would consist of the two drillings feeding the main bearings plus the oil return passages.

Not, strictly speaking, necessary innovations, just something I want to try.

 

I am also fascinated with the use of a metering pump on the R26B, I have never noticed it before. I read and re-read SAE technical paper 922375 by Idemitsu which seems to indirectly relate to the R26B and it only mentions the fuel/oil premix application for combustion chamber lubrication.

I then dug around in a few of the other Mazda technical papers and there really was not specific analysis documented on the 'method' of adding oil into the combustion chamber for race applications. I would be interested to learn more about why Mazdaspeed used what looks like a premix and oil injection strategy. With how calculated and technical the approach was to the R26B I have to think it wasn't an 'add the OMP just to add reliability' decision, although I could be wrong. Perhaps it was a way to ensure robust oiling with the strict fuel consumption regulations (lean maps?) required during the race?

 

i'm kind of thinking to attach a plate to the front of the engine that holds the gears and the scavenges, and then feed can just be direct to the bearings..