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Looking for extra power? Ever heard of Race Gas?!!
"Race Gas" is just really really high octane fuel, which burns more efficiently, and slower to provide addition power, and a smoother running engine.
But RACE gas is EXPENSIVE, sometimes $7.00 a gallon!
Why not aviation fuel?
Airports sell 100 LL everywhere and it's blue! Damn cheap too!
Airports sell the following...
80/87 RED
100LL BLUE
100/130 GREEN
Jet YELLOW (DO NOT USE!) Karocine (spelling?)
Per gallons from $2.75-$3.75
Now, anyone can go to an airport and BRING YOUR OWN CONTAINER and buy some gas and fill it up. It is illegal to run "race gas" or high octane gas in vehicles running on the street, only for race and track.
Now there are 2 diff. kinds of basic automotive fuels, aside from jet fuel, diesal, etc.
Leaded and Unleaded. What's the difference? Is it safe to use?
------------------------------
"The Unites States and most other countries switched from leaded to unleaded
fuel years ago. The lead additive, tetraethyllead, retarded "preignition"
in gasoline engines. Preignition causes engines to run rough, and to not
shut off when the key is turned off. The suppression of preignition is
measured by the gasoline's "octane rating". A good high-octane gasoline
allows a standard engine to run smoothly. Leaded gasoline also protected
some older car engines from wearing down by covering soft engine parts with
lead-containing material.
Facts:
* Lead in fuel serves as a lubricant, raises the octane rating and serves as a cushion for the valve/seat interface.
* Most STC's, e.g. Peterson, for use of auto gas (mogas) in a certificated engine exclude the use of auto gas during the run-in and break-in process.
Discussion: Aircraft piston engine valve seats, especially the exhaust, operate at much higher temperatures than automotive, motorcycle or other altitude challenged motors. Elevated temperatures present three challenges to the design requirements for exhaust valve seats, 1) the oxidation resistance of the material must stand up to the harsh environment created by exhaust gases, 2) the coefficient of expansion for the material must be close enough to aluminum so that the seat does not fall out, and 3) the material must resist micro welding to the valve face when the valve closes on the seat. These three requirements severely limit the number of candidate materials from which to choose. A common characteristic of all of the candidates, however, is that they have a high nickel content, a material that forms a spongy oxide on the surface at elevated temperatures.
In the early days of air-cooled aircraft engine design, it was discovered that the spongy oxide absorbs lead that is left behind from the combustion of leaded fuel. The oxide matrix filled with lead forms a layer that not only cushions the valve face when it closes on the seat but also serves as a high temperature lubricant so the seat and valve face do not weld together. When the nickel oxide layer is not filled with lead, premature wear of the seat is a high probability. It is extremely important to have lead present in the combustion chamber during the initial hours of operation if the design life of the cylinder is to be realized. This is especially true for higher compression ratio or turbocharged engines. Once the lead/oxide layer has been created during run-in and break-in, it will maintain itself reasonably well even if auto gas is burned for several fill-ups. Based on experience, ECi strongly recommends the use of leaded fuel at least every few tanks so that the lead/oxide layer is maintained. The higher the compression ratio, the more important the use of leaded fuel becomes.
On the other hand, lower compression engines are plagued by lead compound build-ups in the valve guides that can lead to valve sticking. The 80-87 fuel these engines were designed to use is not universally available, and some of the available 80-87 fuel has zero lead content. The original version of this fuel had up to .5 ml/gal of tetraethyl lead, which was just about right for these engines. The 2 ml/gal of tetraethyl lead in 100LL fuel is a real challenge for engines like the C-85, O-200 or O-235.
Auto gas (mogas) has greater variables for chemistry, vapor pressure, contaminants, etc. which change with locale and season. It is not a source controlled product such as aviation gas. The adverse effects for aircraft piston engines that can be attributed to auto gas are well documented by gasoline companies and ECi as well as the engine manufacturers caution all owner operators to use auto gas only with full knowledge of the problems, appropriate care and consideration of possible limits to warranty.
Anyway besides a bunch of facts from various sources.....
it is OK to use on cars with no-cat's... but it must be used SAFELY and without harm.
I have no responsibility for the actions or consequences resulting in using leaded fuel.
But i figured maybe people would want to know a cheaper alternative, and the basics of what type of fuel can a vehicle run.
"Race Gas" is just really really high octane fuel, which burns more efficiently, and slower to provide addition power, and a smoother running engine.
But RACE gas is EXPENSIVE, sometimes $7.00 a gallon!
Why not aviation fuel?
Airports sell 100 LL everywhere and it's blue! Damn cheap too!
Airports sell the following...
80/87 RED
100LL BLUE
100/130 GREEN
Jet YELLOW (DO NOT USE!) Karocine (spelling?)
Per gallons from $2.75-$3.75
Now, anyone can go to an airport and BRING YOUR OWN CONTAINER and buy some gas and fill it up. It is illegal to run "race gas" or high octane gas in vehicles running on the street, only for race and track.
Now there are 2 diff. kinds of basic automotive fuels, aside from jet fuel, diesal, etc.
Leaded and Unleaded. What's the difference? Is it safe to use?
------------------------------
"The Unites States and most other countries switched from leaded to unleaded
fuel years ago. The lead additive, tetraethyllead, retarded "preignition"
in gasoline engines. Preignition causes engines to run rough, and to not
shut off when the key is turned off. The suppression of preignition is
measured by the gasoline's "octane rating". A good high-octane gasoline
allows a standard engine to run smoothly. Leaded gasoline also protected
some older car engines from wearing down by covering soft engine parts with
lead-containing material.
Facts:
* Lead in fuel serves as a lubricant, raises the octane rating and serves as a cushion for the valve/seat interface.
* Most STC's, e.g. Peterson, for use of auto gas (mogas) in a certificated engine exclude the use of auto gas during the run-in and break-in process.
Discussion: Aircraft piston engine valve seats, especially the exhaust, operate at much higher temperatures than automotive, motorcycle or other altitude challenged motors. Elevated temperatures present three challenges to the design requirements for exhaust valve seats, 1) the oxidation resistance of the material must stand up to the harsh environment created by exhaust gases, 2) the coefficient of expansion for the material must be close enough to aluminum so that the seat does not fall out, and 3) the material must resist micro welding to the valve face when the valve closes on the seat. These three requirements severely limit the number of candidate materials from which to choose. A common characteristic of all of the candidates, however, is that they have a high nickel content, a material that forms a spongy oxide on the surface at elevated temperatures.
In the early days of air-cooled aircraft engine design, it was discovered that the spongy oxide absorbs lead that is left behind from the combustion of leaded fuel. The oxide matrix filled with lead forms a layer that not only cushions the valve face when it closes on the seat but also serves as a high temperature lubricant so the seat and valve face do not weld together. When the nickel oxide layer is not filled with lead, premature wear of the seat is a high probability. It is extremely important to have lead present in the combustion chamber during the initial hours of operation if the design life of the cylinder is to be realized. This is especially true for higher compression ratio or turbocharged engines. Once the lead/oxide layer has been created during run-in and break-in, it will maintain itself reasonably well even if auto gas is burned for several fill-ups. Based on experience, ECi strongly recommends the use of leaded fuel at least every few tanks so that the lead/oxide layer is maintained. The higher the compression ratio, the more important the use of leaded fuel becomes.
On the other hand, lower compression engines are plagued by lead compound build-ups in the valve guides that can lead to valve sticking. The 80-87 fuel these engines were designed to use is not universally available, and some of the available 80-87 fuel has zero lead content. The original version of this fuel had up to .5 ml/gal of tetraethyl lead, which was just about right for these engines. The 2 ml/gal of tetraethyl lead in 100LL fuel is a real challenge for engines like the C-85, O-200 or O-235.
Auto gas (mogas) has greater variables for chemistry, vapor pressure, contaminants, etc. which change with locale and season. It is not a source controlled product such as aviation gas. The adverse effects for aircraft piston engines that can be attributed to auto gas are well documented by gasoline companies and ECi as well as the engine manufacturers caution all owner operators to use auto gas only with full knowledge of the problems, appropriate care and consideration of possible limits to warranty.
Anyway besides a bunch of facts from various sources.....
it is OK to use on cars with no-cat's... but it must be used SAFELY and without harm.
I have no responsibility for the actions or consequences resulting in using leaded fuel.
But i figured maybe people would want to know a cheaper alternative, and the basics of what type of fuel can a vehicle run.
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