Just saying that " it " is a they, and probably have different pumping regemes seeing as one has 4 outlets and one 2....am thinking of buying a second hand " pair" to get to know what I'm up against.
the oil pressure at the metering oil pump system is less than 40 kPa {0.41 kgf/cm2, 5.8 psi} continues for 10 s, after specified period passes after the engine starts
DTC P1685 is triggered by
the oil pressure at the metering oil pump system is more than 180 kPa {1.84 kgf/cm2, 26.1 psi} continues for 10 s, after specified period passes after the engine starts
Testing engine oil pressure
The oil pressure can vary with oil viscosity and temperature.
Oil pressure (reference value) [oil temperature: 100 °C {212 °F}] 500 kPa {5.10 kgf/cm2, 72.5 psi} [3,000 rpm]
So, the OMP only wants to see between 40-189 kPa despite the circulation pressure being at 500 kPa
You can read the live data for related elements via ODB2
MOP_P_ACT (Electromagnetic metering oil pump system pressure actual) in kPA (should be ~70 at idle)
MOP_P_DSD (Electromagnetic metering oil pump system pressure desired) in Pa
These users thanked the author warpc0il for the post:
Ryan Rotary Performance (Thu Dec 17, 2020 8:48 am)
Me too, but (thanks again Warpc)it is the worst nightmare situation, in that the OCV is regulating engine oil pressure to provide a feed to the pumps. TF the only safe way would be to deactivate the OCV (keep the solenoid coil attached). This is due to the oil lines on a tee from the filter to the OCV and the eccentric shaft, as shown on warpc diagrams.This would mean death if the eccentric lost pressure due to any fault with OCV mods. Also, presumably the PCM takes signals from engine oil pressure and the metering pump pressure sensor too, so providing a constant oil supply from a 2T tank with pump inside/inline would not be the same as the varying oil pressures coming from the engine at different RPM. I guess youd need to find out what the OCV outputs....if it is a fixed pressure, and the OCV purely irons out differences in engine oil pressure to provide a constant at the metering pump pressure sensor.
The diagrams show the metering pump solenoid action as "suction " and " discharge " implying that the oil reaching the plungers isnt at a very high pressure at all. The pressure switch on the pumps needs between 6 and 26 psi (thanks again warpc) to keep the metering pumps happy.
TF it could theoretically be possible to 1) imobilise OCV without letting the PCM know, shutting off the engine oil supply.2) taking the oil supply to the metering pumps from a 2T tank with pressure capped oil pump at 20 psi 3) return from metering pumps to 2T tank.
have spoke to my local RX guru and he agrees with my idea in principle but is going to look into it for me. Im still going for the coil off OCV (but still connected) then 20 ish psi pump from 2t tank and return back to tank.
Sorry to drag up on old thread but did anyone ever make any progress on this? I'd be willing to put my R3 up as a guinea pig for a diy or commercial solution, I am planning to rebuild in a year or possibly sooner in order to get it bridge ported, so a potential failure in order to gain a clean oil feed for the R3s is a risk I'm willing to take. I'd also premix the sh*t out of it initially
I know, I know, the R3 has sorted many of the issues that the S1 had making this less necessary, but the OCD in me says that clean 2t is always going to be a better lubricant inside the housings. And even after a couple of changes and not a hell of a lot of driving my oil seems to be coming out dirty already (but maybe I've already got wear on the side seals causing more blow by ).
I'm somewhat handy with DIY, though electrics and PCM stuff I'd need a fair bit of learning on.
It's more about critical mass for the market for such a product.
There are only 455 R3s still registered in the UK and 142 of those are currently SORN'd.
Most of those are owned by people that wouldn't understand this thread, let alone go looking for a technical solution, even if one existed.
When you consider that out of a possible 2,550 special edition cars to date only 187 known cars have turned up on here.
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Del.
1st Brilliant Black 190. 2nd Brilliant Black PZ. 3rd Strato Blue 230. 4th Crystal White 40th Anniversary. Rotary FX fender grills, Japspeed stainless exhaust, Cosworth Air filter, Kinetix slotted & dimpled discs, EBC Red stuff pads, Ryan Rotary MK11 coils, Magnecor leads, Stainless front & rear grills, HID main beams, LED tail lights, front side lights/front fogs.
Our new COFs tanks have some extra built in facilities which could be used to feed the OCV with a return.
Early days for me but from what I gather so far the OCV is where a bypass would be needed to draw in 2t, and that it also needs a pressurised return back to the 2t source (I guess it acts more like a fuel injection system now with it being actively pressurised and returning oil back to the sump when it isn't required?), which is the bit we're hung up on? So your cofs tanks would allow for return pump?
I suspect I'm massively over simplifying this (or completely wrong!) and need to study the linked manual segments/my car some more.
MOP_P_DSD logs at a constant 70kpa through the rev range.
Freddie your 20psi (137kpa) pump sounds about right if the range between fault code triggers is 40-189kpa, and the OCV is normalising the pressure to 70kpa. Although that's if you're feeding the OCV, if not then it looks like to feed the pumps directly you need to drop that to 70kpa.
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