Back in 2004 when I bought a brand new RX8..... 3 days after I
bought it it would not start. I tried all sorts of things but no
luck. Called the dealer and he sent a truck to pick it up. Took him a
week to get it started. Mazda then had to re-flashed the EFI program
in all RX8's. That fixed it.
Turns out it is rather easy to flood the rotary engine with fuel.
Recently I had taken the plugs out on the TTC engine and my helper
turned on the Motec and electric boost fuel pump. Then he pressed
the starter button. A lot of fuel vapor came out of the spark plug
holes. NOT GOOD. The Motec was injecting fuel. A lot of the fuel
remained in the engine I am sure.
Then we tried to start it after putting the plugs back in. No way
would it start. We ran the battery down trying.
The apex seals collected all the fuel and oil in the engine and
forced it into the spark plugs holes shorting out the plugs.
The TTC mechanical fuel pump will not supply fuel when the engine is
being turned over by the starter. It is also a good idea to use the
emergency fuel shut off valve and turn off the fuel supply when you
are cleaning moister or fuel out of the engine with the plugs out.
In the past 18 or 19 years we have received many messages where
people found the engine hard to start. I suspect it was the same
problem.
Take the plugs out and make sure you do not have a supply of fuel to
your fuel injection or your carburettor. Turn the engine over and
hold a paper towel in front of the spark plug hole. If there is any
wetness of any kind the engine is not ready to start. Only warm dry
air coming out is acceptable.
Once you have that condition the engine will start after you
reconnect the fuel supply.
Same goes for water of course.
Paul Lamar
This has happened to my RX8 a couple of times after I accidentally
flooded the engine. Isn't part of the problem that when the excess
fuel washes out the oil, some or all of the compression is lost?
Scott Gettings
That could be Scott. I did not think of that.
Did you get your EFI computer re-flashed? If not take it in and ask
them to update it.
Paul Lamar
I emailed Tracy if he could re-Flash my EC2, but he is off the grid
most of the time. He did send some basic instructions. All of my
local software buddies felt that compiling the code and implementing
the programmer hardware to flash the unit would be a substantial
project with uncertain outcome. Basically a black box.
I have been following the CDI / EFI threads here, and am hoping to
have a practical solution for both functions instead of using Tracy's
unit. Builders like myself greatly benefit from the most final
schematics, hardware specs and CAD files to allow us to build
critical components we cannot buy. For example, it isn't out of our
range to have a local CNC shop build a redrive coupling or adjustable
CAS if we have the CAD files.
Scott Gettings
It is a waste of time rewriting Tracy's code. Number one it is way
too difficult as it is written in assembly language. When he wrote it
20 years ago that was probably the only way to do it because
computers were not fast enough then. With faster computers you write
short simple programs and it is run directly. No compiling. Have your
buddy's take a look at the maximite. I plan to use two. One for each
rotor and their only job to control the fuel injection. Plenty fast
to do that. You need to buy a maximite and try it. You will be
stunned on how easy it is to use.
The other thing is half of Tracy's code is necessary to use the old
fashioned coils invented in 1922. Totally unnecessary with capacitor
discharge ignitions. NO CODE IS NECESSARY :-) The CAS fires the plug
directly right now!
Hang on awhile Joe Berki is making great strides with his cap
discharge ignition systems. I don't have time to do it now as I am
focused on the TTC.
Paul Lamar
Will do. I am ordering a Maxine.
Thanks!!
Scott Gettings
Great Scott. Looking forward to working with you on this.
Paul Lamar
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