Racing fuel
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S
sul
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been planning on doing the same thing just haven't yet. englishtown RT is 5 miles from me. gotta get me some!
maybe do a test. do a roll on at like 20mph and whack it for a certain distance and check your speed before and after. would have to think it have some gains.
maybe do a test. do a roll on at like 20mph and whack it for a certain distance and check your speed before and after. would have to think it have some gains.
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There are many problems with this.
But here's a easy 2...
How do you reproduce the same mixture everytime?
Is your motor setup for the extra octane? If not it may be like running premium in your Ford Escort.
Now there is definately some differences when you get into higher and higher compression. But even then it would be most benificial if you could throw more timing to the motor....
But here's a easy 2...
How do you reproduce the same mixture everytime?
Is your motor setup for the extra octane? If not it may be like running premium in your Ford Escort.
Now there is definately some differences when you get into higher and higher compression. But even then it would be most benificial if you could throw more timing to the motor....
S
sul
Guest
jwoolf
Well-Known Member
I thought octane was a non combustable additive to keep the fuel mixture from combusting before TDC in high compression motors.
If that is a true statement, the only gain would be in a motor where:
1.) You have a high compression engine to begin with like more than 12:1 and.
2.) You have an adjustible ignition set up.
I may be a little big green on the subject but, am I missing something? Does the race fuel have different additives besides the octane?
Like I said, I don't proclaim great wisdom on the subject. I'm sure there are differences, I'm just trying to figure it out and why there is a benefit.
If that is a true statement, the only gain would be in a motor where:
1.) You have a high compression engine to begin with like more than 12:1 and.
2.) You have an adjustible ignition set up.
I may be a little big green on the subject but, am I missing something? Does the race fuel have different additives besides the octane?
Like I said, I don't proclaim great wisdom on the subject. I'm sure there are differences, I'm just trying to figure it out and why there is a benefit.
You can get unleaded all the way up to 110. I run VP 110 in my ATV since I just put in a 14:1 piston. At 10 bucks a gallon probably not a great idea for the scooter. The gain from racing fuel is going to be minimal if any. As stated octane is the main reason. These higher octane fuels were meant for the higher compression and it doesn't stop at octane. I think it's important to run the octane that works best with your compression ratio. Not an expert but have done some reading on the subject. If you have a stock big dog engine don't waste your money. If you have bumped up the compression like alot have then a little 100 octane unleaded would be good insurance. We have it at some local pumps.
bdmridgeback
Low Down Chop Shop
The white in unleaded fuel means a lean condition, but when running a leaded fuel it will lend itself to add a white residue to the plugs even when on the rich side and also the inside of your exhaust with turn white also from the lead.
I raced ATV's and dirtbikes for many years myself and running extra octane in something that is lower compression is $$$ out the tailpipe. The smell is awesome and I'd pay an extra buck a gallon just for the smell!
I still need to get going on the design of the "High Octane Race Cologne for Men" !!:2thumbs: I think it would sell like wildfire! Smell like burnt race fuel.
I raced ATV's and dirtbikes for many years myself and running extra octane in something that is lower compression is $$$ out the tailpipe. The smell is awesome and I'd pay an extra buck a gallon just for the smell!
I still need to get going on the design of the "High Octane Race Cologne for Men" !!:2thumbs: I think it would sell like wildfire! Smell like burnt race fuel.
Make sure it fits in a spike bottle
:roll: :roll: :roll: :roll:Seems like alot of work for possibly no gain in power. If all you want is a different smell... go eat some sliders.
Exactly!!! For people like sul! Rumor was he's at 38:1 or something! :lol: Ok... well way over the rest of us anyway!
This is simple.
If your motor needs higher octane due to compression, then it will not survive with out it.
If your motor is set up for Premium like our Dogs are, then putting in higher octane will not hurt it, but the benefits are minimal.
Sure it smells awesome, runs a bit cooler (ok, that is a good thing) and you can tell your buddies you are running "race fuel" and all that, but I pay 10 bucks a gallon for VP110 for my atc, and that is a waste of money in my stock 117.
Point of comparison: my '86 atc 250r (really a 370R big bore stroker, high compression) needs 110 octane to live. When it gets premium fuel, the power is way off, runs crappy.
Now, my wifes '88 trx 250r is quite happy on premium, and no noticeable diff when I stick my atc fuel in her quad.
Built motor? Yes
If your motor needs higher octane due to compression, then it will not survive with out it.
If your motor is set up for Premium like our Dogs are, then putting in higher octane will not hurt it, but the benefits are minimal.
Sure it smells awesome, runs a bit cooler (ok, that is a good thing) and you can tell your buddies you are running "race fuel" and all that, but I pay 10 bucks a gallon for VP110 for my atc, and that is a waste of money in my stock 117.
Point of comparison: my '86 atc 250r (really a 370R big bore stroker, high compression) needs 110 octane to live. When it gets premium fuel, the power is way off, runs crappy.
Now, my wifes '88 trx 250r is quite happy on premium, and no noticeable diff when I stick my atc fuel in her quad.
Built motor? Yes
Here's the wikipedia definition of octane rating:
The octane rating of a spark ignition engine fuel is the knock resistance (anti-knock rating) compared to a mixture of iso-octane (2,2,4-trimethylpentane, an isomer of octane) and n-heptane. By definition, isooctane is assigned an octane rating of 100 and heptane is assigned an octane rating of zero. An 87-octane gasoline, for example, possesses the same anti-knock rating of a mixture of 87% (by volume) iso-octane and 13% (by volume) n-heptane. This does not mean, however, that the gasoline actually contains these hydrocarbons in these proportions. It simply means that it has the same autoignition resistance as the described mixture.
A high tendency to autoignite, or low octane rating, is undesirable in a spark ignition engine but desirable in a diesel engine. The standard for the combustion quality of diesel fuel is the cetane number. A diesel fuel with a high cetane number has a high tendency to autoignite, as is preferred.
Bottom line - the OCTANE RATING is a means of measuring the tendency for fuel to cause autoignition, or what most people think of as knocking. In a diesel engine, autoignition is good. In our engines, autoignition is bad - we want the fuel to ignite when the spark plug fires, and not before. Most people have the misconception that higher octane fuels generate more power - but that is just a myth willingly perpeturated by auto manufacturers and fuel companies. A lot of other factors go into generating more power - like higher compression - which then require higher octane rated fuels to prevent undesirable premature ignition.
The octane rating of a spark ignition engine fuel is the knock resistance (anti-knock rating) compared to a mixture of iso-octane (2,2,4-trimethylpentane, an isomer of octane) and n-heptane. By definition, isooctane is assigned an octane rating of 100 and heptane is assigned an octane rating of zero. An 87-octane gasoline, for example, possesses the same anti-knock rating of a mixture of 87% (by volume) iso-octane and 13% (by volume) n-heptane. This does not mean, however, that the gasoline actually contains these hydrocarbons in these proportions. It simply means that it has the same autoignition resistance as the described mixture.
A high tendency to autoignite, or low octane rating, is undesirable in a spark ignition engine but desirable in a diesel engine. The standard for the combustion quality of diesel fuel is the cetane number. A diesel fuel with a high cetane number has a high tendency to autoignite, as is preferred.
Bottom line - the OCTANE RATING is a means of measuring the tendency for fuel to cause autoignition, or what most people think of as knocking. In a diesel engine, autoignition is good. In our engines, autoignition is bad - we want the fuel to ignite when the spark plug fires, and not before. Most people have the misconception that higher octane fuels generate more power - but that is just a myth willingly perpeturated by auto manufacturers and fuel companies. A lot of other factors go into generating more power - like higher compression - which then require higher octane rated fuels to prevent undesirable premature ignition.