out of state what octane should i run ?
#1
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#15
I just dont understand that if an engine requires lower octane for higher altitudes, why do aircraft engines (even low power, low performance) use 100 exclusively. If that were the case, why arent aircraft engines using lower octane, since they obviously are operated at higher altitudes than automobiles most of the time?
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I just dont understand that if an engine requires lower octane for higher altitudes, why do aircraft engines (even low power, low performance) use 100 exclusively. If that were the case, why arent aircraft engines using lower octane, since they obviously are operated at higher altitudes than automobiles most of the time?
Basically its less dense air needs less fuel to burn in the same ratio. If you were to use 87 octane in a car engine at higher altitudes, it would be as potent as say 93 or higher. Its all about maintaining AFR. Effectively the engine will be burning rich, if the computer cant control it you may get a CEL. Or worse damaged cats.
You do know that most piston aircraft allow you to change the mixture to to have either power or economy. The mixture lever is always leaned out higher you go. With a service ceiling of what 10k feet with out oxygen, you can lean the mixture out pretty far and keep a good air fuel ratio.
Keep in mind. 100LL is all that is sold at this point in time. Back in the day their was 3 or 4 different fuels available 80/90110/130. Today its down 100LL and custom blends of race fuel 130/160.
There are STC to convert your airplane over auto gas. If you choose too and it fits the performance profile.
#19
#20
I was in Red Lodge, Bearcreek, Belfry area last summer, and I remember seeing 84 somewhere. May have been when we drove the Beartooth Hwy or maybe in Dillon...
#21
Basically its less dense air needs less fuel to burn in the same ratio. If you were to use 87 octane in a car engine at higher altitudes, it would be as potent as say 93 or higher. Its all about maintaining AFR. Effectively the engine will be burning rich, if the computer cant control it you may get a CEL. Or worse damaged cats.
You do know that most piston aircraft allow you to change the mixture to to have either power or economy. The mixture lever is always leaned out higher you go. With a service ceiling of what 10k feet with out oxygen, you can lean the mixture out pretty far and keep a good air fuel ratio.
Keep in mind. 100LL is all that is sold at this point in time. Back in the day their was 3 or 4 different fuels available 80/90110/130. Today its down 100LL and custom blends of race fuel 130/160.
There are STC to convert your airplane over auto gas. If you choose too and it fits the performance profile.
You do know that most piston aircraft allow you to change the mixture to to have either power or economy. The mixture lever is always leaned out higher you go. With a service ceiling of what 10k feet with out oxygen, you can lean the mixture out pretty far and keep a good air fuel ratio.
Keep in mind. 100LL is all that is sold at this point in time. Back in the day their was 3 or 4 different fuels available 80/90110/130. Today its down 100LL and custom blends of race fuel 130/160.
There are STC to convert your airplane over auto gas. If you choose too and it fits the performance profile.
Anyway, this is going much beyond the scope of Ranger-Forums now, LOL
#24
Most efi cars do, but they have limits to there mapping and adjustability. Running a more appropriate fuel helps out.
Carbed cars will run pretty rich unless you get out a tweak them.
Bah, a little thread hi jacking never hurts.
Carbed cars will run pretty rich unless you get out a tweak them.
Bah, a little thread hi jacking never hurts.
#25
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Gas is essentially gas. The octane rating is how resistant it is to pre-detonation, it is not a measure of how much energy that fuel contains. You can actually have a higher octane rated fuel contain less energy than a lower octane fuel.
That said, when gasoline is produced from oil, the molecules that make up gasoline have an average octane in the high 80's. A portion of the molecules have a higher octane rating, and a portion of them have a lower rating. When premium gas is produced, the higher octane molecules are removed to be sold at a higher price, resulting in the lower octane molecules being left behind. Thus when premium gas is produced, the leftovers are low octane gasoline. If there is a place where you can sell 85 octane, the gas companies will then do it because they will then have a greater amount of high octane gas molecules to sell as premium gas elsewhere.
YOU ONLY NEED TO RUN A HIGH ENOUGH OCTANE TO PREVENT PRE-DETONATION (pinging). ANYTHING MORE IS A WASTE.
Now there may be other issues of impurities and such that they allow in different grades of gas, but it has nothing to do with the octane rating.
That said, when gasoline is produced from oil, the molecules that make up gasoline have an average octane in the high 80's. A portion of the molecules have a higher octane rating, and a portion of them have a lower rating. When premium gas is produced, the higher octane molecules are removed to be sold at a higher price, resulting in the lower octane molecules being left behind. Thus when premium gas is produced, the leftovers are low octane gasoline. If there is a place where you can sell 85 octane, the gas companies will then do it because they will then have a greater amount of high octane gas molecules to sell as premium gas elsewhere.
YOU ONLY NEED TO RUN A HIGH ENOUGH OCTANE TO PREVENT PRE-DETONATION (pinging). ANYTHING MORE IS A WASTE.
Now there may be other issues of impurities and such that they allow in different grades of gas, but it has nothing to do with the octane rating.