Gasoline FAQ

Contents:


  6.16) What happens if I use the wrong octane fuel?

If you use a fuel with an octane rating below the requirement of the engine, the management system may move the engine settings into an area of less efficient combustion, resulting in reduced power and reduced fuel economy. You will be losing both money and driveability. If you use a fuel with an octane rating higher than what the engine can use, you are just wasting money by paying for octane that you can not utilise. The additive packages are matched to the engines using the fuel, for example intake valve deposit control additive concentrations may be increased in the premium octane grade. If your vehicle does not have a knock sensor, then using a fuel with an octane rating significantly below the octane requirement of the engine means that the little men with hammers will gleefully pummel your engine to pieces.

You should initially be guided by the vehicle manufacturer's recommendations, however you can experiment, as the variations in vehicle tolerances can mean that Octane Number Requirement for a given vehicle model can range over 6 Octane Numbers. Caution should be used, and remember to compensate if the conditions change, such as carrying more people or driving in different ambient conditions. You can often reduce the octane of the fuel you use in winter because the temperature decrease and possible humidity changes may significantly reduce the octane requirement of the engine.

Use the octane that provides cost-effective driveability and performance, using anything more is waste of money, and anything less could result in an unscheduled, expensive visit to your mechanic.


  6.17) Can I tune the engine to use another octane fuel?

In general, modern engine management systems will compensate for fuel octane, and once you have satisfied the optimum octane requirement, you are at the optimum overall performance area of the engine map. Tuning changes to obtain more power will probably adversely affect both fuel economy and emissions. Unless you have access to good diagnostic equipment that can ensure regulatory limits are complied with, it is likely that adjustments may be regarded as illegal tampering by your local regulation enforcers. If you are skilled, you will be able to legally wring slightly more performance from your engine by using a dynamometer in conjunction with engine and exhaust gas analyzers and a well-designed, retrofitted, performance engine management chip.


  6.18) How can I increase the fuel octane?

Not simply, you can purchase additives, however these are not cost-effective and a survey in 1989 showed the cost of increasing the octane rating of one US gallon by one unit ranged from 10 cents ( methanol ), 50 cents (MMT), $1.00 ( TEL ), to $3.25 ( xylenes ) [108]. Refer to section 6.20 for a discussion on naphthalene ( mothballs ). It is preferable to purchase a higher octane fuel such as racing fuel, aviation gasolines, or methanol. Sadly, the price of chemical grade methanol has almost doubled during 1994. If you plan to use alcohol blends, ensure your fuel handling system is compatible, and that you only use dry gasoline by filling up early in the morning when the storage tanks are cool. Also ensure that the service station storage tank has not been refilled recently. Retailers are supposed to wait several hours before bringing a refilled tank online, to allow suspended undissolved water to settle out, but they do not always wait the full period.


  6.19) Are aviation gasoline octane numbers comparable?

Aviation gasolines were all highly leaded and graded using two numbers, with common grades being 80/87, 100/130, and 115/145 [109,110]. The first number is the Aviation rating ( aka Lean Mixture rating ), and the second number is the Supercharge rating ( aka Rich Mixture rating ). In the 1970s a new grade, 100LL ( low lead = 0.53mlTEL/L instead of 1.06mlTEL/L) was introduced to replace the 80/87 and 100/130. Soon after the introduction, there was a spate of plug fouling, and high cylinder head temperatures resulting in cracked cylinder heads [110]. The old 80/87 grade was reintroduced on a limited scale. The Aviation Rating is determined using the automotive Motor Octane test procedure, and then converted to an Aviation Number using a table in the method. Aviation Numbers below 100 are Octane numbers, while numbers above 100 are Performance numbers. There is usually only 1 - 2 Octane units different to the Motor value up to 100, but Performance numbers varies significantly above that eg 110 MON = 128 Performance number.

The second Avgas number is the Rich Mixture method Performance Number ( PN - they are not commonly called octane numbers when they are above 100 ), and is determined on a supercharged version of the CFR engine which has a fixed compression ratio. The method determines the dependence of the highest permissible power ( in terms of indicated mean effective pressure ) on mixture strength and boost for a specific light knocking setting. The Performance Number indicates the maximum knock-free power obtainable from a fuel compared to iso-octane = 100. Thus, a PN = 150 indicates that an engine designed to utilise the fuel can obtain 150% of the knock-limited power of iso-octane at the same mixture ratio. This is an arbitrary scale based on iso-octane + varying amounts of TEL, derived from a survey of engines performed decades ago. Aviation gasoline PNs are rated using variations of mixture strength to obtain the maximum knock-limited power in a supercharged engine. This can be extended to provide mixture response curves which define the maximum boost ( rich - about 11:1 stoichiometry ) and minimum boost ( weak about 16:1 stoichiometry ) before knock [110].

The 115/145 grade is being phased out, but even the 100LL has more octane than any automotive gasoline.


  6.20) Can mothballs increase octane?

The legend of mothballs as an octane enhancer arose well before WWII when naphthalene was used as the active ingredient. Today, the majority of mothballs use para-dichlorobenzene in place of naphthalene, so choose carefully if you wish to experiment :-). There have been some concerns about the toxicity of para-dichlorobenzene, and naphthalene mothballs have again become popular. In the 1920s, typical gasoline octane ratings were 40-60 [11], and during the 1930s and 40s, the ratings increased by approximately 20 units as alkyl leads and improved refining processes became widespread [12].

Naphthalene has a blending motor octane number of 90 [52], so the addition of a significant amount of mothballs could increase the octane, and they were soluble in gasoline. The amount usually required to appreciably increase the octane also had some adverse effects. The most obvious was due to the high melting point ( 80C ), when the fuel evaporated the naphthalene would precipitate out, blocking jets and filters. With modern gasolines, naphthalene is more likely to reduce the octane rating, and the amount required for low octane fuels will also create operational and emissions problems.


Chapter 7) What parameters determine octane requirement?


  7.1) What is the Octane Number Requirement of a Vehicle?

The actual octane requirement of a vehicle is called the Octane Number Requirement (ONR), and is determined by using series of standard octane fuels that can be blends of iso-octane and normal heptane ( primary reference ), or commercial gasolines ( full-boiling reference ). In Europe, delta RON (100C) fuels are also used, but seldom in the USA. The vehicle is tested under a wide range of conditions and loads, using decreasing octane fuels from each series until trace knock is detected. The conditions that require maximum octane are not consistent, but often are full-throttle acceleration from low starting speeds using the highest gear available. They can even be at constant speed conditions, which are usually performed on chassis dynamometers [27,28,111]. Engine management systems that adjust the octane requirement may also reduce the power output on low octane fuel, resulting in increased fuel consumption, and adaptive learning systems have to be preconditioned prior to testing. The maximum ONR is of most interest, as that usually defines the recommended fuel, however it is recognised that the general public seldom drive as severely as the testers, and so may be satisfied by a lower octane fuel [28].


  7.2) What is the effect of Compression ratio?

Most people know that an increase in Compression Ratio will require an increase in fuel octane for the same engine design. Increasing the compression ratio increases the theoretical thermodynamic efficiency of an engine according to the standard equation

Efficiency = 1 - (1/compression ratio)^gamma-1

where gamma = ratio of specific heats at constant pressure and constant volume of the working fluid ( for most purposes air is the working fluid, and is treated as an ideal gas ). There are indications that thermal efficiency reaches a maximum at a compression ratio of about 17:1 [23].

The efficiency gains are best when the engine is at incipient knock, that's why knock sensors ( actually vibration sensors ) are used. Low compression ratio engines are less efficient because they can not deliver as much of the ideal combustion power to the flywheel. For a typical carburetted engine, without engine management [27,38]:


   Compression       Octane Number    Brake Thermal Efficiency       
     Ratio            Requirement         ( Full Throttle )
      5:1                 72                      -
      6:1                 81                     25 %
      7:1                 87                     28 %
      8:1                 92                     30 %
      9:1                 96                     32 %
     10:1                100                     33 %
     11:1                104                     34 %
     12:1                108                     35 %
Modern engines have improved significantly on this, and the changing fuel specifications and engine design should see more improvements, but significant gains may have to await improved engine materials and fuels.


  7.3) What is the effect of changing the air-fuel ratio?

Traditionally, the greatest tendency to knock was near 13.5:1 air-fuel ratio, but was very engine specific. Modern engines, with engine management systems, now have their maximum octane requirement near to 14.5:1. For a given engine using gasoline, the relationship between thermal efficiency, air-fuel ratio, and power is complex. Stoichiometric combustion ( air-fuel ratio = 14.7:1 for a typical non-oxygenated gasoline ) is neither maximum power - which occurs around air-fuel 12-13:1 (Rich), nor maximum thermal efficiency - which occurs around air-fuel 16-18:1 (Lean). The air-fuel ratio is controlled at part throttle by a closed loop system using the oxygen sensor in the exhaust. Conventionally, enrichment for maximum power air-fuel ratio is used during full throttle operation to reduce knocking while providing better driveability [38]. An average increase of 2 (R+M)/2 ON is required for each 1.0 increase (leaning) of the air-fuel ratio [111]. If the mixture is weakened, the flame speed is reduced, consequently less heat is converted to mechanical energy, leaving heat in the cylinder walls and head, potentially inducing knock. It is possible to weaken the mixture sufficiently that the flame is still present when the inlet valve opens again, resulting in backfiring.


  7.4) What is the effect of changing the ignition timing

The tendency to knock increases as spark advance is increased. For an engine with recommended 6 degrees BTDC ( Before Top Dead Centre ) timing and 93 octane fuel, retarding the spark 4 degrees lowers the octane requirement to 91, whereas advancing it 8 degrees requires 96 octane fuel [27]. It should be noted this requirement depends on engine design. If you advance the spark, the flame front starts earlier, and the end gases start forming earlier in the cycle, providing more time for the autoigniting species to form before the piston reaches the optimum position for power delivery, as determined by the normal flame front propagation. It becomes a race between the flame front and decomposition of the increasingly-squashed end gases. High octane fuels produce end gases that take longer to autoignite, so the good flame front reaches and consumes them properly.

The ignition advance map is partly determined by the fuel the engine is intended to use. The timing of the spark is advanced sufficiently to ensure that the fuel-air mixture burns in such a way that maximum pressure of the burning charge is about 15-20 degree after TDC. Knock will occur before this point, usually in the late compression - early power stroke period. The engine management system uses ignition timing as one of the major variables that is adjusted if knock is detected. If very low octane fuels are used ( several octane numbers below the vehicle's requirement at optimal settings ), both performance and fuel economy will decrease.

The actual Octane Number Requirement depends on the engine design, but for some 1978 vehicles using standard fuels, the following (R+M)/2 Octane Requirements were measured. "Standard" is the recommended ignition timing for the engine, probably a few degrees BTDC [38].


                          Basic Ignition Timing
Vehicle   Retarded 5 degrees    Standard     Advanced 5 degrees
  A              88                91               93
  B              86                90.5             94.5
  C              85.5              88               90
  D              84                87.5             91
  E              82.5              87               90
The actual ignition timing to achieve the maximum pressure from normal combustion of gasoline will depend mainly on the speed of the engine and the flame propagation rates in the engine. Knock increases the rate of the pressure rise, thus superimposing additional pressure on the normal combustion pressure rise. The knock actually rapidly resonates around the chamber, creating a series of abnormal sharp spikes on the pressure diagram. The normal flame speed is fairly consistent for most gasoline HCs, regardless of octane rating, but the flame speed is affected by stoichiometry. Note that the flame speeds in this FAQ are not the actual engine flame speeds. A 12:1 CR gasoline engine at 1500 rpm would have a flame speed of about 16.5 m/s, and a similar hydrogen engine yields 48.3 m/s, but such engine flame speeds are also very dependent on stoichiometry.


  7.5) What is the effect of engine management systems?

Engine management systems are now an important part of the strategy to reduce automotive pollution. The good news for the consumer is their ability to maintain the efficiency of gasoline combustion, thus improving fuel economy. The bad news is their tendency to hinder tuning for power. A very basic modern engine system could monitor and control:- mass air flow, fuel flow, ignition timing, exhaust oxygen ( lambda oxygen sensor ), knock ( vibration sensor ), EGR, exhaust gas temperature, coolant temperature, and intake air temperature. The knock sensor can be either a nonresonant type installed in the engine block and capable of measuring a wide range of knock vibrations ( 5-15 kHz ) with minimal change in frequency, or a resonant type that has excellent signal-to-noise ratio between 1000 and 5000 rpm [112].

A modern engine management system can compensate for altitude, ambient air temperature, and fuel octane. The management system will also control cold start settings, and other operational parameters. There is a new requirement that the engine management system also contain an on-board diagnostic function that warns of malfunctions such as engine misfire, exhaust catalyst failure, and evaporative emissions failure. The use of fuels with alcohols such as methanol can confuse the engine management system as they generate more hydrogen which can fool the oxygen sensor [76] .

The use of fuel of too low octane can actually result in both a loss of fuel economy and power, as the management system may have to move the engine settings to a less efficient part of the performance map. The system retards the ignition timing until only trace knock is detected, as engine damage from knock is of more consequence than power and fuel economy.


  7.6) What is the effect of temperature and load?

Increasing the engine temperature, particularly the air-fuel charge temperature, increases the tendency to knock. The Sensitivity of a fuel can indicate how it is affected by charge temperature variations. Increasing load increases both the engine temperature, and the end-gas pressure, thus the likelihood of knock increases as load increases. Increasing the water jacket temperature from 71C to 82C, increases the (R+M)/2 ONR by two [111].


  7.7) What is the effect of engine speed?

Faster engine speed means there is less time for the pre-flame reactions in the end gases to occur, thus reducing the tendency to knock. On engines with management systems, the ignition timing may be advanced with engine speed and load, to obtain optimum efficiency at incipient knock. In such cases, both high and low engines speeds may be critical.


  7.8) What is the effect of engine deposits?

A new engine may only require a fuel of 6-9 octane numbers lower than the same engine after 25,000 km. This Octane Requirement Increase (ORI) is due to the formation of a mixture of organic and inorganic deposits resulting from both the fuel and the lubricant. They reach an equilibrium amount because of flaking, however dramatic changes in driving styles can also result in dramatic changes of the equilibrium position. When the engine starts to burn more oil, the octane requirement can increase again. ORIs up to 12 are not uncommon, depending on driving style [27,28,32,111]. The deposits produce the ORI by several mechanisms:


  7.9) What is the Road Octane Number of a Fuel?

The CFR octane rating engines do not reflect actual conditions in a vehicle, consequently there are standard procedures for evaluating the performance of the gasoline in an engine. The most common are:

The Modified Uniontown Procedure
Full throttle accelerations are made from low speed using primary reference fuels. The ignition timing is adjusted until trace knock is detected at some stage. Several reference fuels are used, and a Road Octane Number v Basic Ignition timing graph is obtained. The fuel sample is tested, and the trace knock ignition timing setting is read from the graph to provide the Road Octane Number. This is a rapid procedure but provides minimal information, and cars with engine management systems require sophisticated electronic equipment to adjust adjust the timimg [28].
The Modified Borderline Knock Procedure
The automatic spark advance is disabled, and a manual adjustment facility added. Accelerations are performed as in the Modified Uniontown Procedure, however trace knock is maintained throughout the run by adjustment of the spark advance. A map of ignition advance v engine speed is made for several reference fuels and the sample fuels. This procedure can show the variation of road octane with engine speed, however the technique is almost impossible to perform on vehicles with modern management systems [28].

The Road Octane Number lies between the MON and RON, and the difference between the RON and the Road Octane number is called 'depreciation" [111]. Because nominally-identical new vehicle models display octane requirements that can range over seven numbers, a large number of vehicles have to be tested [28,111].


  7.10) What is the effect of air temperature?

An increase in ambient air temperature of 5.6C increases the octane requirement of an engine by 0.44 - 0.54 MON [27,38]. When the combined effects of air temperature and humidity are considered, it is often possible to use one octane grade in summer, and use a lower octane rating in winter. The Motor octane rating has a higher charge temperature, and increasing charge temperature increases the tendency to knock, so fuels with low Sensitivity ( the difference between RON and MON numbers ) are less affected by air temperature.


  7.11) What is the effect of altitude?

The effect of increasing altitude may be nonlinear, with one study reporting a decrease of the octane requirement of 1.4 RON/300m from sea level to 1800m and 2.5 RON/300m from 1800m to 3600m [27]. Other studies report the octane number requirement decreased by 1.0 - 1.9 RON/300m without specifying altitude [38]. Modern engine management systems can accommodate this adjustment, and in some recent studies, the octane number requirement was reduced by 0.2 - 0.5 (R+M)/2 per 300m increase in altitude. The larger reduction on older engines was due to:


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