JB New Section........ Part 4.....
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dont be suprise if he do it. Afterall, that "person" is my sifu. Now u know he more "ngiau" then me.
Well Val, dont be suprise if 7hp gain does realise. I've done some homework and check quite osme numbers of web doing oil comparison, should you choose the "correct" oil for your engine, you does gain power and i've seen it with dyno. Maybe some of you didnt reliase that newer gen engine are design to run on thinner oil film.
The reason why he do so is to have complete change over on engine oil. Well i does agree with him some oil does left in out oil pan but i dont agree with him that 1litre that much. This reminds me like Vpower initially launch. They was saying 1st full tank u wont see much diff as it comes on 2nd full tank. Why? Coz it was mix with the "before" fuel and wont explore the full potential. What oil and thickness of the oil you're using now?
Well Val, dont be suprise if 7hp gain does realise. I've done some homework and check quite osme numbers of web doing oil comparison, should you choose the "correct" oil for your engine, you does gain power and i've seen it with dyno. Maybe some of you didnt reliase that newer gen engine are design to run on thinner oil film.
The reason why he do so is to have complete change over on engine oil. Well i does agree with him some oil does left in out oil pan but i dont agree with him that 1litre that much. This reminds me like Vpower initially launch. They was saying 1st full tank u wont see much diff as it comes on 2nd full tank. Why? Coz it was mix with the "before" fuel and wont explore the full potential. What oil and thickness of the oil you're using now?
Last edited:
kiasu....
wat u mean by minor overhaul????
take out the oil pan OR dismantle the whole engine???
u know wat they really do for overhaul o not???
n wat's the reason ppl do overhaul???
its time to shoot u again!!!!
muahahahahaha....
frank...
ur sifu????
which sifu wor??
the one driving S15 last time???
anyway...i dun think he's only "ngiau"....
he's at the same having too much $$$ n time to waste...
muahahahaaha
wat u mean by minor overhaul????
take out the oil pan OR dismantle the whole engine???
u know wat they really do for overhaul o not???
n wat's the reason ppl do overhaul???
its time to shoot u again!!!!
muahahahahaha....
frank...
ur sifu????
which sifu wor??
the one driving S15 last time???
anyway...i dun think he's only "ngiau"....
he's at the same having too much $$$ n time to waste...
muahahahaaha
Calvin,
the S15 still there appearently. Wahahahaha.... He got some new poison going on.
the S15 still there appearently. Wahahahaha.... He got some new poison going on.
since whn the higher octane fuel come into this conversation?
Bump: since whn the higher octane fuel come into this conversation?
Bump: since whn the higher octane fuel come into this conversation?
Frank:
Oops my bad.. i saw vpower.. then mentioned that..
Kenliew:
Try the cars for sale under Marketplace section..
do a search there..
in case u can't find it..
http://www.zerotohundred.com/newforums/search.php?searchid=1399335
Oops my bad.. i saw vpower.. then mentioned that..
Kenliew:
Try the cars for sale under Marketplace section..
do a search there..
in case u can't find it..
http://www.zerotohundred.com/newforums/search.php?searchid=1399335
http://en.wikipedia.org/wiki/V_Power
V-Power Petrol
"Super Unleaded" usually has a higher octane rating than standard unleaded petrol, at around RON (Research Octane Rating) 98; however this varies by market.
In the United Kingdom and Denmark (where Super Unleaded must be a minimum of 97 RON), V-Power has a rating of 99 RON, while in the Republic of Ireland, it is rated at 95 RON. In Australia, V-Power Racing, the ultra-high performance variant has a rating of 100 RON although as of July this is being phased out, instead recommending V Power. In The Netherlands, it has a RON 95 rating, although officials from Shell stated it is effective RON 97, but classes are limited to RON 92, 95, 98 and 100.[1]
"Normal" premium unleaded in the UK, Europe and Australia is 95 RON, whilst in the USA, it is AKI/RdON/PON 91-93 (RON 96-98). The higher the Octane rating, the more the fuel resists premature ignition (see petrol for more detail). V-Power also contains higher concentrations of detergents and other additives to clean the engine and smooth its operation. In Australia, the previously obtainable higher grade V-Power Racing which contained 5% ethanol to boost V-Power's octane rating to 100 RON has now been phased out by Shell due to a "changing market".
At around 2004, all United States Shell gas "Premium" was rebranded as "V-Power".
From October 2006 in Australia, Shell and Coles Express re-branded Optimax to V-Power (RON 98), and Optimax Extreme to V-Power Racing (RON 100).
From 2007 Shell New Zealand rebranded 95 Premium Unleaded as V Power. It is rated at 95 RON in New Zealand.
frank.... http://www.mudah.my/trd-adjustable-absorber-1-set-johore-1945447.htm?ca=12_s
V-Power Petrol
"Super Unleaded" usually has a higher octane rating than standard unleaded petrol, at around RON (Research Octane Rating) 98; however this varies by market.
In the United Kingdom and Denmark (where Super Unleaded must be a minimum of 97 RON), V-Power has a rating of 99 RON, while in the Republic of Ireland, it is rated at 95 RON. In Australia, V-Power Racing, the ultra-high performance variant has a rating of 100 RON although as of July this is being phased out, instead recommending V Power. In The Netherlands, it has a RON 95 rating, although officials from Shell stated it is effective RON 97, but classes are limited to RON 92, 95, 98 and 100.[1]
"Normal" premium unleaded in the UK, Europe and Australia is 95 RON, whilst in the USA, it is AKI/RdON/PON 91-93 (RON 96-98). The higher the Octane rating, the more the fuel resists premature ignition (see petrol for more detail). V-Power also contains higher concentrations of detergents and other additives to clean the engine and smooth its operation. In Australia, the previously obtainable higher grade V-Power Racing which contained 5% ethanol to boost V-Power's octane rating to 100 RON has now been phased out by Shell due to a "changing market".
At around 2004, all United States Shell gas "Premium" was rebranded as "V-Power".
From October 2006 in Australia, Shell and Coles Express re-branded Optimax to V-Power (RON 98), and Optimax Extreme to V-Power Racing (RON 100).
From 2007 Shell New Zealand rebranded 95 Premium Unleaded as V Power. It is rated at 95 RON in New Zealand.
frank.... http://www.mudah.my/trd-adjustable-absorber-1-set-johore-1945447.htm?ca=12_s
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From what i know, Msia Vpower was rated Ron97 as it only got "special" addditives but not higher octane.
Something I got from Wikipedia
Generally, octane ratings are higher in Europe than they are in North America and most other parts of the world. This is especially true when comparing the lowest available octane level in each country. In many parts of Europe, 95 RON (90-91 AKI) is the minimum available standard, with 97/98 being higher specification (being called Super Unleaded). In Germany, big suppliers like Shell or Aral offer 100 octane gasoline (Shell V-Power, Aral Ultimate) at almost every gas station. In Australia, "regular" unleaded fuel is RON 91, "premium" unleaded with RON 95 is widely available, and RON 98 fuel is also reasonably common. Shell Used to sell RON 100 petrol from a small number of service stations, most of which are located in capital cities (stopped in August 2008). In Malaysia, the "regular" unleaded fuel is RON 92, "premium" fuel is rated at RON 97 and Shell's V-Power at RON 99. In the Netherlands Shell V-Power is a 97 RON (labelled as 95 due to the legalities of only using 95 or 98 labelling), whereas in neighbouring Germany Shell V-Power consists of the regular 100 RON racing fuel. In other countries "regular" unleaded gasoline, when available, is sometimes as low as 85 RON (still with the more regular fuel, 95, and premium, around 98, available). In Russia and CIS countries 80 RON (76 MON) is the minimum available, the standard is 92 RON, however, the most used type is 95 RON.
In no way Shell Malaysia claims that its VPower is RON 99 mayb due to the fact that this may spark its competitors to produce this fuel and claiming such a high RON rating will drastically bring the price of VPower up. Mayb its for tax purposes, I don't know but nonetheless we are enjoying this super premium fuel at a big bargain.
Octane rating
It has been suggested that this article or section be merged into Gasoline. (Discuss)
A gas station pump offering five different octane ratings.
The octane rating is a measure of the resistance of gasoline and other fuels to detonation (engine knocking) in spark-ignition internal combustion engines. High-performance engines typically have higher compression ratios and are therefore more prone to detonation, so they require higher octane fuel. A lower-performance engine will not generally perform better with high-octane fuel, since the compression ratio is fixed by the engine design.
The octane number of a fuel is measured in a test engine, and is defined by comparison with the mixture of iso-octane and normal heptane which would have the same anti-knocking capacity as the fuel under test: the percentage, by volume, of iso-octane in that mixture is the octane number of the fuel. For example, gasoline with the same knocking characteristics as a mixture of 90% iso-octane and 10% heptane would have an octane rating of 90. [1] Because some fuels are more knock-resistant than iso-octane, the definition has been extended to allow for octane numbers higher than 100.
Contents
[hide]
* 1 Definition of octane rating
o 1.1 Measurement methods
* 2 Examples of octane ratings
* 3 Effects of octane rating
* 4 Regional variations
* 5 References
* 6 See also
* 7 External links
[edit] Definition of octane rating
Octane rating of a spark ignition engine fuel is the detonation resistance (anti-knock rating) compared to a mixture of iso-octane (2,2,4-trimethylpentane, an isomer of octane) and n-heptane. By definition, iso-octane 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 detonation resistance as the described mixture.
Octane rating does not relate to the energy content of the fuel (see heating value). It is only a measure of the fuel's tendency to burn rather than explode.
[edit] Measurement methods
The most common type of octane rating worldwide is the Research Octane Number (RON). RON is determined by running the fuel in a test engine with a variable compression ratio under controlled conditions, and comparing the results with those for mixtures of iso-octane and n-heptane.
There is another type of octane rating, called Motor Octane Number (MON) or the aviation lean octane rating, which is a better measure of how the fuel behaves when under load. MON testing uses a similar test engine to that used in RON testing, but with a preheated fuel mixture, a higher engine speed, and variable ignition timing to further stress the fuel's knock resistance. Depending on the composition of the fuel, the MON of a modern gasoline will be about 8 to 10 points lower than the RON. Normally fuel specifications require both a minimum RON and a minimum MON.
In most countries (including all of Europe and Australia) the "headline" octane rating, shown on the pump, is the RON, but in the United States, Canada and some other countries the headline number is the average of the RON and the MON, sometimes called the Anti-Knock Index (AKI), Road Octane Number (RdON), Pump Octane Number (PON), or (R+M)/2. Because of the 8 to 10 point difference noted above, the octane rating shown in the United States is 4 to 5 points lower than the same fuel elsewhere: 87 octane fuel, the "regular" gasoline in the US and Canada, is 91–92 in Europe. However most European pumps deliver 95 (RON) as "unleaded", equivalent to 90–91 US (R+M)/2, and some even deliver 98 (RON), 100 (RON), or 102 (RON).[2]
It is possible for a fuel to have a RON greater than 100 because iso-octane is not the most knock-resistant substance available. Racing fuels, AvGas, LPG, and alcohol fuels such as methanol or ethanol may have octane ratings of 110 or significantly higher — ethanol's RON is 129 (MON 102, AKI 116). Typical "octane booster" gasoline additives include tetra-ethyl lead, MTBE, and toluene. Tetra-ethyl lead (the additive used in leaded gasoline) is easily decomposed to its component radicals, which react with the radicals from the fuel and oxygen that start the combustion, thereby delaying ignition and leading to an increased octane number. However, tetra-ethyl lead and its byproducts are poisonous and the use of tetra-ethyl lead creates an environmental hazard. Since the 1970s, its use in the United States and most of the industrialized world has been restricted. Its use is now generally currently limited to being an additive to aviation gasoline.
[edit] Examples of octane ratings
The octane ratings of n-heptane and iso-octane are exactly 0 and 100, by definition. For some other hydrocarbons, the following table[3][4] gives the 'AKI' ratings.
hexadecane < -30
n-octane -10
n-heptane 0
diesel fuel 15–25
2-methylheptane 23
n-hexane 25
2-methylhexane 44
hydrogen* RON > 130; MON very low[5]
1-heptene 60
n-pentane 62
1-pentene 84
n-butanol 87
E10 gasoline 87–93
n-butane 91
t-butanol 97
cyclohexane 97
iso-octane 100
benzene 101
E85 gasoline 105
methane 107
ethane 108
propane 110
methanol 113
toluene 114
ethanol 116
xylene 117
*Hydrogen does not fit well into the normal definitions of octane number. It has a very high RON and a low MON[5], so that it has low knock resistance in practice[6], due to its low ignition energy (primarily due to its low dissociation energy) and extremely high flame speed. These traits are highly desirable in rocket engines, but undesirable in Otto-cycle engines. However, as a minor blending component (e.g. in a bi-fuel vehicle), hydrogen raises overall knock resistance. Flame speed is limited by the rest of the component species; hydrogen may reduce knock by contributing its high thermal conductivity[citation needed]
[edit] Effects of octane rating
This article or section has multiple issues. Please help improve the article or discuss these issues on the talk page.
* It needs additional references or sources for verification. Tagged since August 2007.
* It may require general cleanup to meet Wikipedia's quality standards. Tagged since August 2008.
Higher octane ratings correlate to higher activation energies. Activation energy is the amount of energy necessary to start a chemical reaction. Since higher octane fuels have higher activation energies, it is less likely that a given compression will cause detonation.
It might seem odd that fuels with higher octane ratings are used in more powerful engines, since such fuels explode less easily. However, an explosion is not desired in an internal combustion engine. An explosion will cause the pressure in the cylinder to rise far beyond the cylinder's design limits, before the force of the expanding gases can be absorbed by the piston traveling downward. This actually reduces power output, because much of the energy of combustion is absorbed as strain and heat in parts of the engine, rather than being converted to torque at the crankshaft.
A fuel with a higher octane rating can be run at a higher compression ratio without detonating. Compression is directly related to power (see engine tuning), so engines that require higher octane usually deliver more power. Engine power is a function of the fuel as well as the engine design and is related to octane rating of the fuel. Power is limited by the maximum amount of fuel-air mixture that can be forced into the combustion chamber. When the throttle is partially open, only a small fraction of the total available power is produced because the manifold is operating at pressures far below atmospheric. In this case, the octane requirement is far lower than when the throttle is opened fully and the manifold pressure increases to atmospheric pressure, or higher in the case of supercharged or turbocharged engines.
Many high-performance engines are designed to operate with a high maximum compression and thus demand high-octane premium gasoline. A common misconception is that power output or fuel mileage can be improved by burning higher octane fuel than a particular engine was designed for. The power output of an engine depends in part on the energy density of its fuel, but similar fuels with different octane ratings have similar density. Since switching to a higher octane fuel does not add any more hydrocarbon content or oxygen, the engine cannot produce more power.
However, burning fuel with a lower octane rating than required by the engine often reduces power output and efficiency one way or another. If the engine begins to detonate (knock), that reduces power and efficiency for the reasons stated above. Many modern car engines feature a knock sensor – a small piezoelectric microphone which detects knock and then sends a signal to the engine control unit to retard the ignition timing. Retarding the ignition timing reduces the tendency to detonate, but also reduces power output and fuel efficiency.
Most fuel stations have two storage tanks (even those offering 3 or 4 octane levels), and you are given a mixture of the higher and lower octane fuel. Purchasing premium simply means more fuel from the higher octane tank. The detergents in the fuel are the same, Premium does not "burn cleaner."
The octane rating was developed by chemist Russell Marker at the Ethyl Corporation c1926. The selection of n-heptane as the zero point of the scale was due to the availability of very high purity n-heptane, not mixed with other isomers of heptane or octane, distilled from the resin of the Jeffrey Pine. Other sources of heptane produced from crude oil contain a mixture of different isomers with greatly differing ratings, which would not give a precise zero point.
[edit] Regional variations
Octane ratings can vary greatly from region to region. For example, the minimum octane rating available in much of the United States is 87 AKI and the highest is 93. However this does not mean that the gas is different.
In the Rocky Mountain (high altitude) states, 85 octane is the minimum octane and 91 is the maximum octane available in fuel. The reason for this is that in higher-altitude areas, a typical combustion engine draws in less air per cycle due to the reduced density of the atmosphere. This directly translates to reduced absolute compression in the cylinder, therefore deterring knock. It is safe to fill up a car with a carburetor that normally takes 87 AKI fuel at sea level with 85 AKI fuel in the mountains, but at sea level the fuel may cause damage to the engine. A disadvantage to this strategy is that most turbocharged vehicles are unable to produce full power, even when using the "premium" 91 AKI fuel. In some east coast states, up to 94 AKI is available [1]. In parts of the Midwest (primarily Minnesota, Iowa, Illinois and Missouri) ethanol based E-85 fuel with 105 AKI is available [2]. Often, filling stations near US racing tracks will offer higher octane levels such as 100.
California fuel stations will offer 87, 89, and 91 octane fuels, and at some stations, 100 or higher octane, sold as racing fuel. Until Summer 2001 before the phase-out of methyl tert-butyl ether aka MTBE as an octane enhancer additive, 92 octane was offered in lieu of 91.
Generally, octane ratings are higher in Europe than they are in North America and most other parts of the world. This is especially true when comparing the lowest available octane level in each country. In many parts of Europe, 95 RON (90-91 AKI) is the minimum available standard, with 97/98 being higher specification (being called Super Unleaded). In Germany, big suppliers like Shell or Aral offer 100 octane gasoline (Shell V-Power, Aral Ultimate) at almost every gas station. In Australia, "regular" unleaded fuel is RON 91, "premium" unleaded with RON 95 is widely available, and RON 98 fuel is also reasonably common. Shell used to sell RON 100 petrol from a small number of service stations, most of which are located in capital cities (stopped in August 2008). In Malaysia, the "regular" unleaded fuel is RON 92, "premium" fuel is rated at RON 97 and Shell's V-Power at RON 99. In the Netherlands Shell V-Power is a 97 RON (labelled as 95 due to the legalities of only using 95 or 98 labelling), whereas in neighbouring Germany Shell V-Power consists of the regular 100 RON racing fuel. In other countries "regular" unleaded gasoline, when available, is sometimes as low as 85 RON (still with the more regular fuel, 95, and premium, around 98, available). In Russia and CIS countries 80 RON (76 MON) is the minimum available, the standard is 92 RON, however, the most used type is 95 RON.
This higher rating seen in Europe is an artifact of a different underlying measuring procedure. In most countries (including all of Europe and Australia) the "headline" octane that would be shown on the pump is the RON, but in the United States, Canada and some other countries the headline number is the average of the RON and the MON, sometimes called the Anti-Knock Index (AKI), Road Octane Number (RdON), Pump Octane Number (PON), or (R+M)/2. Because of the 8 to 10 point difference noted above, this means that the octane in the United States will be about 4 to 5 points lower than the same fuel elsewhere: 87 octane fuel, the "regular" gasoline in the US and Canada, would be 91-92 in Europe. However most European pumps deliver 95 (RON) as "regular", equivalent to 90–91 US (R+M)/2, and deliver 98 (RON), 99 or 100 (RON) labeled as Super Unleaded.
In the United Kingdom, 'regular' petrol has an octane rating of 95 RON, with 97 RON fuel being widely available. Tesco and Shell both offer 99 RON fuel. BP is currently trialling the public selling of the super-high octane petrol BP Ultimate Unleaded 102, which as the name suggests, has an octane rating of RON 102. Although BP Ultimate Unleaded (with an octane rating of RON 97) and BP Ultimate Diesel are both widely available throughout the UK, BP Ultimate Unleaded 102 is (as of October 2007) only available throughout the UK in 10 filling stations.
Generally, octane ratings are higher in Europe than they are in North America and most other parts of the world. This is especially true when comparing the lowest available octane level in each country. In many parts of Europe, 95 RON (90-91 AKI) is the minimum available standard, with 97/98 being higher specification (being called Super Unleaded). In Germany, big suppliers like Shell or Aral offer 100 octane gasoline (Shell V-Power, Aral Ultimate) at almost every gas station. In Australia, "regular" unleaded fuel is RON 91, "premium" unleaded with RON 95 is widely available, and RON 98 fuel is also reasonably common. Shell Used to sell RON 100 petrol from a small number of service stations, most of which are located in capital cities (stopped in August 2008). In Malaysia, the "regular" unleaded fuel is RON 92, "premium" fuel is rated at RON 97 and Shell's V-Power at RON 99. In the Netherlands Shell V-Power is a 97 RON (labelled as 95 due to the legalities of only using 95 or 98 labelling), whereas in neighbouring Germany Shell V-Power consists of the regular 100 RON racing fuel. In other countries "regular" unleaded gasoline, when available, is sometimes as low as 85 RON (still with the more regular fuel, 95, and premium, around 98, available). In Russia and CIS countries 80 RON (76 MON) is the minimum available, the standard is 92 RON, however, the most used type is 95 RON.
In no way Shell Malaysia claims that its VPower is RON 99 mayb due to the fact that this may spark its competitors to produce this fuel and claiming such a high RON rating will drastically bring the price of VPower up. Mayb its for tax purposes, I don't know but nonetheless we are enjoying this super premium fuel at a big bargain.
Octane rating
It has been suggested that this article or section be merged into Gasoline. (Discuss)
A gas station pump offering five different octane ratings.
The octane rating is a measure of the resistance of gasoline and other fuels to detonation (engine knocking) in spark-ignition internal combustion engines. High-performance engines typically have higher compression ratios and are therefore more prone to detonation, so they require higher octane fuel. A lower-performance engine will not generally perform better with high-octane fuel, since the compression ratio is fixed by the engine design.
The octane number of a fuel is measured in a test engine, and is defined by comparison with the mixture of iso-octane and normal heptane which would have the same anti-knocking capacity as the fuel under test: the percentage, by volume, of iso-octane in that mixture is the octane number of the fuel. For example, gasoline with the same knocking characteristics as a mixture of 90% iso-octane and 10% heptane would have an octane rating of 90. [1] Because some fuels are more knock-resistant than iso-octane, the definition has been extended to allow for octane numbers higher than 100.
Contents
[hide]
* 1 Definition of octane rating
o 1.1 Measurement methods
* 2 Examples of octane ratings
* 3 Effects of octane rating
* 4 Regional variations
* 5 References
* 6 See also
* 7 External links
[edit] Definition of octane rating
Octane rating of a spark ignition engine fuel is the detonation resistance (anti-knock rating) compared to a mixture of iso-octane (2,2,4-trimethylpentane, an isomer of octane) and n-heptane. By definition, iso-octane 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 detonation resistance as the described mixture.
Octane rating does not relate to the energy content of the fuel (see heating value). It is only a measure of the fuel's tendency to burn rather than explode.
[edit] Measurement methods
The most common type of octane rating worldwide is the Research Octane Number (RON). RON is determined by running the fuel in a test engine with a variable compression ratio under controlled conditions, and comparing the results with those for mixtures of iso-octane and n-heptane.
There is another type of octane rating, called Motor Octane Number (MON) or the aviation lean octane rating, which is a better measure of how the fuel behaves when under load. MON testing uses a similar test engine to that used in RON testing, but with a preheated fuel mixture, a higher engine speed, and variable ignition timing to further stress the fuel's knock resistance. Depending on the composition of the fuel, the MON of a modern gasoline will be about 8 to 10 points lower than the RON. Normally fuel specifications require both a minimum RON and a minimum MON.
In most countries (including all of Europe and Australia) the "headline" octane rating, shown on the pump, is the RON, but in the United States, Canada and some other countries the headline number is the average of the RON and the MON, sometimes called the Anti-Knock Index (AKI), Road Octane Number (RdON), Pump Octane Number (PON), or (R+M)/2. Because of the 8 to 10 point difference noted above, the octane rating shown in the United States is 4 to 5 points lower than the same fuel elsewhere: 87 octane fuel, the "regular" gasoline in the US and Canada, is 91–92 in Europe. However most European pumps deliver 95 (RON) as "unleaded", equivalent to 90–91 US (R+M)/2, and some even deliver 98 (RON), 100 (RON), or 102 (RON).[2]
It is possible for a fuel to have a RON greater than 100 because iso-octane is not the most knock-resistant substance available. Racing fuels, AvGas, LPG, and alcohol fuels such as methanol or ethanol may have octane ratings of 110 or significantly higher — ethanol's RON is 129 (MON 102, AKI 116). Typical "octane booster" gasoline additives include tetra-ethyl lead, MTBE, and toluene. Tetra-ethyl lead (the additive used in leaded gasoline) is easily decomposed to its component radicals, which react with the radicals from the fuel and oxygen that start the combustion, thereby delaying ignition and leading to an increased octane number. However, tetra-ethyl lead and its byproducts are poisonous and the use of tetra-ethyl lead creates an environmental hazard. Since the 1970s, its use in the United States and most of the industrialized world has been restricted. Its use is now generally currently limited to being an additive to aviation gasoline.
[edit] Examples of octane ratings
The octane ratings of n-heptane and iso-octane are exactly 0 and 100, by definition. For some other hydrocarbons, the following table[3][4] gives the 'AKI' ratings.
hexadecane < -30
n-octane -10
n-heptane 0
diesel fuel 15–25
2-methylheptane 23
n-hexane 25
2-methylhexane 44
hydrogen* RON > 130; MON very low[5]
1-heptene 60
n-pentane 62
1-pentene 84
n-butanol 87
E10 gasoline 87–93
n-butane 91
t-butanol 97
cyclohexane 97
iso-octane 100
benzene 101
E85 gasoline 105
methane 107
ethane 108
propane 110
methanol 113
toluene 114
ethanol 116
xylene 117
*Hydrogen does not fit well into the normal definitions of octane number. It has a very high RON and a low MON[5], so that it has low knock resistance in practice[6], due to its low ignition energy (primarily due to its low dissociation energy) and extremely high flame speed. These traits are highly desirable in rocket engines, but undesirable in Otto-cycle engines. However, as a minor blending component (e.g. in a bi-fuel vehicle), hydrogen raises overall knock resistance. Flame speed is limited by the rest of the component species; hydrogen may reduce knock by contributing its high thermal conductivity[citation needed]
[edit] Effects of octane rating
This article or section has multiple issues. Please help improve the article or discuss these issues on the talk page.
* It needs additional references or sources for verification. Tagged since August 2007.
* It may require general cleanup to meet Wikipedia's quality standards. Tagged since August 2008.
Higher octane ratings correlate to higher activation energies. Activation energy is the amount of energy necessary to start a chemical reaction. Since higher octane fuels have higher activation energies, it is less likely that a given compression will cause detonation.
It might seem odd that fuels with higher octane ratings are used in more powerful engines, since such fuels explode less easily. However, an explosion is not desired in an internal combustion engine. An explosion will cause the pressure in the cylinder to rise far beyond the cylinder's design limits, before the force of the expanding gases can be absorbed by the piston traveling downward. This actually reduces power output, because much of the energy of combustion is absorbed as strain and heat in parts of the engine, rather than being converted to torque at the crankshaft.
A fuel with a higher octane rating can be run at a higher compression ratio without detonating. Compression is directly related to power (see engine tuning), so engines that require higher octane usually deliver more power. Engine power is a function of the fuel as well as the engine design and is related to octane rating of the fuel. Power is limited by the maximum amount of fuel-air mixture that can be forced into the combustion chamber. When the throttle is partially open, only a small fraction of the total available power is produced because the manifold is operating at pressures far below atmospheric. In this case, the octane requirement is far lower than when the throttle is opened fully and the manifold pressure increases to atmospheric pressure, or higher in the case of supercharged or turbocharged engines.
Many high-performance engines are designed to operate with a high maximum compression and thus demand high-octane premium gasoline. A common misconception is that power output or fuel mileage can be improved by burning higher octane fuel than a particular engine was designed for. The power output of an engine depends in part on the energy density of its fuel, but similar fuels with different octane ratings have similar density. Since switching to a higher octane fuel does not add any more hydrocarbon content or oxygen, the engine cannot produce more power.
However, burning fuel with a lower octane rating than required by the engine often reduces power output and efficiency one way or another. If the engine begins to detonate (knock), that reduces power and efficiency for the reasons stated above. Many modern car engines feature a knock sensor – a small piezoelectric microphone which detects knock and then sends a signal to the engine control unit to retard the ignition timing. Retarding the ignition timing reduces the tendency to detonate, but also reduces power output and fuel efficiency.
Most fuel stations have two storage tanks (even those offering 3 or 4 octane levels), and you are given a mixture of the higher and lower octane fuel. Purchasing premium simply means more fuel from the higher octane tank. The detergents in the fuel are the same, Premium does not "burn cleaner."
The octane rating was developed by chemist Russell Marker at the Ethyl Corporation c1926. The selection of n-heptane as the zero point of the scale was due to the availability of very high purity n-heptane, not mixed with other isomers of heptane or octane, distilled from the resin of the Jeffrey Pine. Other sources of heptane produced from crude oil contain a mixture of different isomers with greatly differing ratings, which would not give a precise zero point.
[edit] Regional variations
Octane ratings can vary greatly from region to region. For example, the minimum octane rating available in much of the United States is 87 AKI and the highest is 93. However this does not mean that the gas is different.
In the Rocky Mountain (high altitude) states, 85 octane is the minimum octane and 91 is the maximum octane available in fuel. The reason for this is that in higher-altitude areas, a typical combustion engine draws in less air per cycle due to the reduced density of the atmosphere. This directly translates to reduced absolute compression in the cylinder, therefore deterring knock. It is safe to fill up a car with a carburetor that normally takes 87 AKI fuel at sea level with 85 AKI fuel in the mountains, but at sea level the fuel may cause damage to the engine. A disadvantage to this strategy is that most turbocharged vehicles are unable to produce full power, even when using the "premium" 91 AKI fuel. In some east coast states, up to 94 AKI is available [1]. In parts of the Midwest (primarily Minnesota, Iowa, Illinois and Missouri) ethanol based E-85 fuel with 105 AKI is available [2]. Often, filling stations near US racing tracks will offer higher octane levels such as 100.
California fuel stations will offer 87, 89, and 91 octane fuels, and at some stations, 100 or higher octane, sold as racing fuel. Until Summer 2001 before the phase-out of methyl tert-butyl ether aka MTBE as an octane enhancer additive, 92 octane was offered in lieu of 91.
Generally, octane ratings are higher in Europe than they are in North America and most other parts of the world. This is especially true when comparing the lowest available octane level in each country. In many parts of Europe, 95 RON (90-91 AKI) is the minimum available standard, with 97/98 being higher specification (being called Super Unleaded). In Germany, big suppliers like Shell or Aral offer 100 octane gasoline (Shell V-Power, Aral Ultimate) at almost every gas station. In Australia, "regular" unleaded fuel is RON 91, "premium" unleaded with RON 95 is widely available, and RON 98 fuel is also reasonably common. Shell used to sell RON 100 petrol from a small number of service stations, most of which are located in capital cities (stopped in August 2008). In Malaysia, the "regular" unleaded fuel is RON 92, "premium" fuel is rated at RON 97 and Shell's V-Power at RON 99. In the Netherlands Shell V-Power is a 97 RON (labelled as 95 due to the legalities of only using 95 or 98 labelling), whereas in neighbouring Germany Shell V-Power consists of the regular 100 RON racing fuel. In other countries "regular" unleaded gasoline, when available, is sometimes as low as 85 RON (still with the more regular fuel, 95, and premium, around 98, available). In Russia and CIS countries 80 RON (76 MON) is the minimum available, the standard is 92 RON, however, the most used type is 95 RON.
This higher rating seen in Europe is an artifact of a different underlying measuring procedure. In most countries (including all of Europe and Australia) the "headline" octane that would be shown on the pump is the RON, but in the United States, Canada and some other countries the headline number is the average of the RON and the MON, sometimes called the Anti-Knock Index (AKI), Road Octane Number (RdON), Pump Octane Number (PON), or (R+M)/2. Because of the 8 to 10 point difference noted above, this means that the octane in the United States will be about 4 to 5 points lower than the same fuel elsewhere: 87 octane fuel, the "regular" gasoline in the US and Canada, would be 91-92 in Europe. However most European pumps deliver 95 (RON) as "regular", equivalent to 90–91 US (R+M)/2, and deliver 98 (RON), 99 or 100 (RON) labeled as Super Unleaded.
In the United Kingdom, 'regular' petrol has an octane rating of 95 RON, with 97 RON fuel being widely available. Tesco and Shell both offer 99 RON fuel. BP is currently trialling the public selling of the super-high octane petrol BP Ultimate Unleaded 102, which as the name suggests, has an octane rating of RON 102. Although BP Ultimate Unleaded (with an octane rating of RON 97) and BP Ultimate Diesel are both widely available throughout the UK, BP Ultimate Unleaded 102 is (as of October 2007) only available throughout the UK in 10 filling stations.
Last edited:
knn!!!
i swear ash is damn fuckin free today!!!!
muiahahahahaha
i swear ash is damn fuckin free today!!!!
muiahahahahaha
who the hell will go n read sial????
unless too fucking bored la....
unless too fucking bored la....
nowdays wikipedia wasnt that reliable anymore. If you read below, they never even say its ron99 which is big sales keypoint if it is. Even in the said Higher Octane segment, they also didnt elaborate it or said its Ron99. If i was not wrong, it got to do with some akta thing about why not having higher then ron97 in msia
http://www.shell.com/home/Framework?siteId=my-en&FC2=&FC3=/my-en/tailored/shell_for_motorists/fuels/v-power_pkg/tech_spec/tech_spec.html
"What makes Shell V-Power Racing so effective for your engine.
So why put Shell V-Power Racing in your tank? Its unique and advanced formulation has several key components. Powerful engine cleaning technology is designed to remove engine deposits for more efficient burning, and Friction Modification Technology (FMT) is formulated to help reduce friction for better responsiveness.
Powerful cleansing
While driving, deposits can develop around a car engine’s inlet valves, impeding the air flow and reducing power. Shell V-Power Racing is designed to reduce the build-up of deposits and help remove existing ones, enabling the fuel to burn more efficiently. This effective deposit control can help keep a new engine running like new for longer. Shell V-Power Racing can also help rejuvenate older engines.
Friction Modification Technology
Shell V-Power Racing also contains our Friction Modification Technology (FMT), whose special components are designed to coat the cylinder wall. Friction reduction between the cylinder wall and the piston inside the engine helps to increase the total energy delivered to the wheels, to aid overall driving performance.
High Octane
Shell V-Power Racing is designed to help provide improvements in power delivery and to help drivers achieve maximum performance from responsive engines.
Find out if Shell V-Power Racing is the right fuel to use with your car. Shell V-Power Racing can be used in any car designed to run on unleaded petrol. Its formulation is designed to help cars operate at their best, using powerful cleaning agents and Friction Modification Technology (FMT). The cleaning agents are formulated to control the build-up of deposits in new cars and to assist in removing deposits in older cars. This can help restore performance. And FMT can help cars benefit from friction reduction.
Give Shell V-Power Racing a try and see if you experience the difference.
This section shows how Shell V-Power Racing works in a car engine and demonstrates what benefits it is designed to deliver.
Key benefits of Shell V-Power Racing
View an animated representation of the Shell V-Power Racing benefits.
This video depicts the journey Shell V-Power Racing makes after a car pulls up at a forecourt pump and the liquid makes its way into the fuel tank. It shows in graphic detail how the fuel travels from the tank to the pump, through to the fuel filter, injector, valves and piston, actively cleaning the car’s engine as it goes.
Ferrari fuel for the road
We work closely with the Ferrari team in Formula One to develop the highest performance Shell V-Power Racing race fuels. These learnings are used to develop Shell’s fuels for road cars, to help power and protect motorists worldwide.
From track to road
A dedicated team of our scientists in Shell’s Centre for Fuels Development use the Formula One environment as a laboratory. We work on many factors that affect a car’s engine, then use these insights when formulating Shell V-Power Racing, helping to benefit drivers in many countries.
Shell V-Power Racing engine demonstration
What you are about to view is an animated demonstration of the journey Shell V-Power Racing fuels take through a car's fuel system.
This will give you a first-hand insight into the effect Shell V-Power Racing is designed to have on an engine, bringing into life the potential benefits of Shell V-Power Racing cleansing and Friction Modification Technology formulation.
Shell V-Power Racing : Formulated for powerful cleaning
Shell V-Power Racing contain powerful cleaning agents, designed to prevent the formation of power-robbing deposits which can impact on responsiveness.
Shell V-Power Racing is formulated to help remove existing deposits that other fuels may have left behind, to help new engines run smoothly for longer, and to help rejuvenate older engines.
Friction Modification Technology: designed to help deliver more power
Shell’s unique Friction Modification Technology formulation is designed to create a molecular film that helps reduce this friction.
If friction is reduced, then more of the fuel’s energy is available to power the vehicle, helping to improve performance from the first fill.
Shell V-Power Racing, Ferrari fuel for the road
Shell V-Power Racing have been formulated by the Shell scientists who developed Ferrari’s Formula One 2006 race fuels.
Shell V-Power Racing's unique cleaning agents and FMT have been formulated to help increase an engine’s responsiveness and improve driving performance.
Bump: (Ref: Malaysian Motor Trader, Shell V-Power Racing. 24th November 2006. URL: http://www.motortrader.com.my/NUS/articles/article_712/page_m.asp)
I wonder how in November 2006, it is possible that Malaysians were its "first consumers in Asia" when the same racing fuel was launched in Singapore in March 2006? Further, the same Motor Trader report also stated: "The new Shell petrol continues to have a RON97 octane rating which Tuan Haji Mohzani said is regulated by the government." It is different from Shell's official website which states that V-Power is a RON 98 fuel. But perhaps the fact that the Motor Trader report was dated 2006, should be taken into consideration. Nevertheless, at Formula Student, a website setup by IMechE (The Institution of Mechanical Engineers), the product information sheet for Shell's V-Power(Unleaded) shows that V-Power, as of September 2006, is rated as a RON 99 fuel. A Japanese car website based in the UK reported August 2006 that V-Power was launched in the UK as a RON 99 fuel. (Source: Japmobiles.com, Shell V-Power Petrol. 24th August 2006. URL: http://www.japmobiles.com/news/news_detail.asp?id=245)
http://www.shell.com/home/Framework?siteId=my-en&FC2=&FC3=/my-en/tailored/shell_for_motorists/fuels/v-power_pkg/tech_spec/tech_spec.html
"What makes Shell V-Power Racing so effective for your engine.
So why put Shell V-Power Racing in your tank? Its unique and advanced formulation has several key components. Powerful engine cleaning technology is designed to remove engine deposits for more efficient burning, and Friction Modification Technology (FMT) is formulated to help reduce friction for better responsiveness.
Powerful cleansing
While driving, deposits can develop around a car engine’s inlet valves, impeding the air flow and reducing power. Shell V-Power Racing is designed to reduce the build-up of deposits and help remove existing ones, enabling the fuel to burn more efficiently. This effective deposit control can help keep a new engine running like new for longer. Shell V-Power Racing can also help rejuvenate older engines.
Friction Modification Technology
Shell V-Power Racing also contains our Friction Modification Technology (FMT), whose special components are designed to coat the cylinder wall. Friction reduction between the cylinder wall and the piston inside the engine helps to increase the total energy delivered to the wheels, to aid overall driving performance.
High Octane
Shell V-Power Racing is designed to help provide improvements in power delivery and to help drivers achieve maximum performance from responsive engines.
Find out if Shell V-Power Racing is the right fuel to use with your car. Shell V-Power Racing can be used in any car designed to run on unleaded petrol. Its formulation is designed to help cars operate at their best, using powerful cleaning agents and Friction Modification Technology (FMT). The cleaning agents are formulated to control the build-up of deposits in new cars and to assist in removing deposits in older cars. This can help restore performance. And FMT can help cars benefit from friction reduction.
Give Shell V-Power Racing a try and see if you experience the difference.
This section shows how Shell V-Power Racing works in a car engine and demonstrates what benefits it is designed to deliver.
Key benefits of Shell V-Power Racing
View an animated representation of the Shell V-Power Racing benefits.
This video depicts the journey Shell V-Power Racing makes after a car pulls up at a forecourt pump and the liquid makes its way into the fuel tank. It shows in graphic detail how the fuel travels from the tank to the pump, through to the fuel filter, injector, valves and piston, actively cleaning the car’s engine as it goes.
Ferrari fuel for the road
We work closely with the Ferrari team in Formula One to develop the highest performance Shell V-Power Racing race fuels. These learnings are used to develop Shell’s fuels for road cars, to help power and protect motorists worldwide.
From track to road
A dedicated team of our scientists in Shell’s Centre for Fuels Development use the Formula One environment as a laboratory. We work on many factors that affect a car’s engine, then use these insights when formulating Shell V-Power Racing, helping to benefit drivers in many countries.
Shell V-Power Racing engine demonstration
What you are about to view is an animated demonstration of the journey Shell V-Power Racing fuels take through a car's fuel system.
This will give you a first-hand insight into the effect Shell V-Power Racing is designed to have on an engine, bringing into life the potential benefits of Shell V-Power Racing cleansing and Friction Modification Technology formulation.
Shell V-Power Racing : Formulated for powerful cleaning
Shell V-Power Racing contain powerful cleaning agents, designed to prevent the formation of power-robbing deposits which can impact on responsiveness.
Shell V-Power Racing is formulated to help remove existing deposits that other fuels may have left behind, to help new engines run smoothly for longer, and to help rejuvenate older engines.
Friction Modification Technology: designed to help deliver more power
Shell’s unique Friction Modification Technology formulation is designed to create a molecular film that helps reduce this friction.
If friction is reduced, then more of the fuel’s energy is available to power the vehicle, helping to improve performance from the first fill.
Shell V-Power Racing, Ferrari fuel for the road
Shell V-Power Racing have been formulated by the Shell scientists who developed Ferrari’s Formula One 2006 race fuels.
Shell V-Power Racing's unique cleaning agents and FMT have been formulated to help increase an engine’s responsiveness and improve driving performance.
Bump: (Ref: Malaysian Motor Trader, Shell V-Power Racing. 24th November 2006. URL: http://www.motortrader.com.my/NUS/articles/article_712/page_m.asp)
I wonder how in November 2006, it is possible that Malaysians were its "first consumers in Asia" when the same racing fuel was launched in Singapore in March 2006? Further, the same Motor Trader report also stated: "The new Shell petrol continues to have a RON97 octane rating which Tuan Haji Mohzani said is regulated by the government." It is different from Shell's official website which states that V-Power is a RON 98 fuel. But perhaps the fact that the Motor Trader report was dated 2006, should be taken into consideration. Nevertheless, at Formula Student, a website setup by IMechE (The Institution of Mechanical Engineers), the product information sheet for Shell's V-Power(Unleaded) shows that V-Power, as of September 2006, is rated as a RON 99 fuel. A Japanese car website based in the UK reported August 2006 that V-Power was launched in the UK as a RON 99 fuel. (Source: Japmobiles.com, Shell V-Power Petrol. 24th August 2006. URL: http://www.japmobiles.com/news/news_detail.asp?id=245)
well done...
frank is oso too damn fucking bored today!!!
muahahahaha....
i dunno bout u guys la...
but i dun feel Vpower make my car more powerful lo....
everytime pump coz "feel" dat it can clean my engine.....
as for power....i feel esso fuel dat i always use gives more power....
who wanna sponsor for a dyno run???
muahahahahahaha
frank is oso too damn fucking bored today!!!
muahahahaha....
i dunno bout u guys la...
but i dun feel Vpower make my car more powerful lo....
everytime pump coz "feel" dat it can clean my engine.....
as for power....i feel esso fuel dat i always use gives more power....
who wanna sponsor for a dyno run???
muahahahahahaha
actually wanna find out very easy one but cost abit la..
if Vpower really higher ron, all need to do is pump 3 full tank vpower just to make sure you're really running on vpower fuel, no need like my sohai sifu, take out fuel tank, fuel rail, fuel line and drain it. Thn go do dyno tuning. Thn repeat the samething on ron97 fuel, keep it same brand. Thn go dyno run, no need tune but just run, u should experince knocking (make sure on Vpower no knocking) then u know the answer liao. If it doesnt knock, means its confirm Vpower still Ron97
if Vpower really higher ron, all need to do is pump 3 full tank vpower just to make sure you're really running on vpower fuel, no need like my sohai sifu, take out fuel tank, fuel rail, fuel line and drain it. Thn go do dyno tuning. Thn repeat the samething on ron97 fuel, keep it same brand. Thn go dyno run, no need tune but just run, u should experince knocking (make sure on Vpower no knocking) then u know the answer liao. If it doesnt knock, means its confirm Vpower still Ron97
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