Home
What's new
Latest activity
Authors
Store
Latest reviews
Search products
Forums
New posts
Search forums
What's new
New posts
New listings
New products
New profile posts
Latest activity
Members
Current visitors
New profile posts
Search profile posts
Log in
Register
Cart
Cart
Loading…
What's new
Search
Search
Search titles only
By:
New posts
Search forums
Search titles only
By:
Menu
Log in
Register
Navigation
Install the app
Install
More options
Change style
Contact us
Close Menu
Forums
SVTPerformance's Chain of Restaurants
Road Side Pub
Racing Fuel (110 Octane) Question
JavaScript is disabled. For a better experience, please enable JavaScript in your browser before proceeding.
You are using an out of date browser. It may not display this or other websites correctly.
You should upgrade or use an
alternative browser
.
Reply to thread
Message
<blockquote data-quote="ford_racer" data-source="post: 10328218" data-attributes="member: 33480"><p>+ 1 zillion to the bolded part. You make me so happy Chris. Montana seems smarter with you in it.</p><p></p><p>Octane slows down the flame front, which is what allows for higher timing and ultimately more power.</p><p></p><p>When you add more octane but don't change the timing, the flame front is created at the same time, but travels slower. This means it will be complete after top dead center has occurred.</p><p></p><p>Say you have a 93 octane tune with 18 degrees of timing that is spot on for everything. This will mean that the air/fuel charge is ignited 18 degrees before top dead center. The octane of the fuel will allow it to burn long enough that when the motor has turned 18 degree and is now at TDC, the air/fuel charge has been ignited completely and on time.</p><p></p><p>If you add 110 octane to this formula, but don't change the ignition timing, then the air/fuel charge is now being ignited at the same time, but the increased octane of the fuel is slowing the amount of time it takes for the air/fuel charge to be completely used up. So now that it's slower, the engine might turn 24 degrees before the charge is completely burned, meaning the charge is completely consumed 6 degrees after top dead center. Because we want the charge to be consumed at or slightly before TDC, than the complete consumption after TDC will hurt efficiency and power.</p></blockquote><p></p>
[QUOTE="ford_racer, post: 10328218, member: 33480"] + 1 zillion to the bolded part. You make me so happy Chris. Montana seems smarter with you in it. Octane slows down the flame front, which is what allows for higher timing and ultimately more power. When you add more octane but don't change the timing, the flame front is created at the same time, but travels slower. This means it will be complete after top dead center has occurred. Say you have a 93 octane tune with 18 degrees of timing that is spot on for everything. This will mean that the air/fuel charge is ignited 18 degrees before top dead center. The octane of the fuel will allow it to burn long enough that when the motor has turned 18 degree and is now at TDC, the air/fuel charge has been ignited completely and on time. If you add 110 octane to this formula, but don't change the ignition timing, then the air/fuel charge is now being ignited at the same time, but the increased octane of the fuel is slowing the amount of time it takes for the air/fuel charge to be completely used up. So now that it's slower, the engine might turn 24 degrees before the charge is completely burned, meaning the charge is completely consumed 6 degrees after top dead center. Because we want the charge to be consumed at or slightly before TDC, than the complete consumption after TDC will hurt efficiency and power. [/QUOTE]
Insert quotes…
Verification
Post reply
Forums
SVTPerformance's Chain of Restaurants
Road Side Pub
Racing Fuel (110 Octane) Question
Top