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TOP LUBRICATION WITH TWO STROKE OIL

AND NO MIXING.

Your RX7 is using motor oil to lubricate and cool parts exposed to the combustion of the fuel-air mixture. However, motor oil tends to form a considerable amount of carbon deposits, causing all  sorts of problems such a fouling plugs, stuck seals etc.

Some people  have taken out the metering pump and mix 2-Stroke oil with the gasoline, with undisputed success. Mixing oil with gas every time you fill your tank is certainly a pain in the neck. One way out of this is to modify the metering pump to accept oil from a separate oil tank, as is common practice in two stroke engines such as outboard  boat motors and other pleasure vehicle applications.

Here is my solution to the problem.

The adapter for the electronically controlled pump is for use on a GEN 3 13B engine, the one for the mechanically controlled pump is for all other 13B’s and the third adapter is for a 12A pump. This adapter may be installed without disconnecting the pump from the oil lines or any electrical connections.

Using an adapter in your RX7 requires an oil tank at a location 6” higher then the pump to assure oil flow to the pump. If you want to do something extra, you can look for an oil tank from an outboard motor with a build in oil level sensor for monitoring while driving.

If you are using an RX7 engine for other applications, like in a boat or airplane, there may be additional issues to think about.

For example, converting the engine in a way that the car engine computer is not used, the electronic pump becomes most certainly unusable. In this case, a conversion adapter can be used with a mechanical pump. Or an end housing from a Gen2 13B with the standard adapter and a mechanical pump would solve the problem.

Metering pump flow rate.

The basic flow rate of the metering pump is important for someone modifying the automotive set-up, primarily the pump control.

The test unit consisted of a mechanically controlled pump mounted on an adapter. The pump was driven by a speed controlled electric motor, oil feed was a small plastic tank 6” above the pump. All 4 oil lines were bundled and discharged the oil into a grated measuring glass.

The first test run demonstrated the linear oil flow vs. RPM at 1500 and 3000 RPM at the pump, being 3000 and 6000 RPM respectively at the E-Shaft.

 The next test was to determine the influence of the control lever setting.The control lever controls the flow rate by being turned between the spring loaded stop and 90deg turned. Flow rate was measured at 3 lever positions, at the stop, 48deg., and 90deg. . All were run at 3000 RPM pump speed for maximum test accuracy.

Flow rates are:

Lever position                   Flow rate                                                                                         0 deg.                       .047L/hr                                                                                         48 deg.                      .489L/hr                                                                                         90 deg.                      .688L/hr

How can the user of a 13B engine utilize this information for modifying the metering pump oil delivery system.

In the RX7 configuration, the original flow rate should be maintained. The standard flow rate test as described in the repairmanual should be the final prove.

If a customized flow rate is to be used, this date can be used to determine the control lever setting resulting in the desired flow rate at a given RPM.

Other Rotary Activities.

A few years ago I obtained a couple of boxes with rotary(Wankel) engine parts. according to the manual, these parts belonged to a Savauro engine. It is a single rotor air cooled engine. I assembled the first one and got it running at the first try. My planes are to find out how much power I can get out of it and what improvements I can make in the cooling system in order to reduce power losses. The main issue is the cooling fan, which was originally designed for 3600RPM. Increasing the RPM for more HP creates an approximate increase in waste heat linear with HP, however, the fan power increase with the square of RPM. For the fan to keep in line with the waste heat production it would have to be modified for less blowing power.

All this work will also require a dynamometer, which I do not have at this time.

Additional adapter now available.

The latest adapter is designed to allow a mechanically controlled OMP to be used on an engine that was originally equipped with the electronic OMP. This, however, will require to build a mechanical linkeage to the throttle butterfly shaft as used on pre ‘89 engines. It also need to be determined wether to use all four lines used on the mechanical pump or only use two as on the electronic pump. I will continue to work on this issue. The picture shows how the pump is used with the adapter to match the mount on the ingine.

[default] [GYRO] [DUCTED FAN] [PRAGMA] [WANKEL] [UNICORN PLACE]