Gasoline


Gasoline

Crude oil, as removed from the earth, is a mixture of hydrocarbon compounds ranging from gases to heavy tars and waxes. The crude oil can be refined into products, such as lubricating oils, greases, asphalts, kerosene, diesel fuel, gasoline, and natural gas. Before its widespread use in the internal combustion engine of automobiles, gasoline was an unwanted by product of refining for oils and kerosene.

Two important factors affect the power and efficiency of a gasoline engine - compression ratio and detonation (abnormal combustion). The higher the compression ratio, the greater the engine's power output and efficiency. The better the efficiency, the less fuel consumed to produce a given power output. To have a high compression ratio requires an engine of greater structural integrity. Due to the use of low-octane unleaded gasoline in post-1975 models, compression ratios now generally range from 8:1 to 10:1. High performance cars may have higher compression ratios.

Normal combustion occurs gradually in each cylinder. The flame front (the edge of the burning area) advances smoothly across the combustion chamber until all the air/fuel mixture has been burned. Detonation occurs when the flame front fails to reach a pocket of mixture before the temperature in that area reaches the point of self-ignition. Normal burning at the start of the combustion cycle raises the temperature and pressure of everything in the cylinder. The last part of the air/fuel mixture is both heated and pressurized, and the combustion of those two factors can raise it to the self-ignition point. At that moment, the remaining mixture burns almost instantaneously. The two flame fronts create a pressure wave between them that can destroy cylinder head gaskets, break piston rings, and burn pistons and exhaust valves. When detonation occurs, a hammering, pinging, or knocking sound is heard. But, when the engine is operating at high speed, these sounds cannot be heard because of motor and road noise.

FUEL PERFORMANCE

Many of the performance characteristic of gasoline can be controlled in refining and blending to provide proper engine function and vehicle driveability. The major factors affecting fuel performance are antiknock quality, volatility, sulfur content, and deposit control.

Antiknock Quality

An octane number or rating was developed by the petroleum industry so the antiknock quality of a gasoline could be rated. The octane number is a measure of the fuel's tendency not to produce knock in an engine. The higher the octane number, the less tendency to knock. By itself, the antiknock rating has nothing to do with fuel economy or engine efficiency.

Two commonly used methods for determining the octane number of motor gasoline are the motor octane number (MON) method and the research octane number (RON) method. Both use a laboratory single-cylinder engine equipped with a variable head and knock meter to indicate knock intensity. The test sample is used as fuel, and the engine compression ratio and air/fuel mixture are adjusted to develop a specified knock intensity. There are two primary standard reference fuels, isooctane and heptane. Isooctane does not knock in an engine but is not used in gasoline because of its expense. Heptane knocks severely in an engine. Isooctane has an octane number of 100. Heptane has an octane number of zero.

A fuel of unknown octane value is run in the special test engine, and the severity of knock is measured. Various proportions of heptane and isooctane are run in the test engine to duplicate the severity of the knock of the fuel being tested. When the knock caused by the heptane/isooctane mixture is identical to the test fuel, the octane number is established by the percentage of isooctane in the mixture. For, if 85 percent isooctane and 15 percent heptane produce the same severity of knock as the fuel in question, the fuel is assigned an octane number of 85. Factors that affect knock follow.

LEAN FUEL MIXTURE A lean mixture burns slower than a rich mixture. The heat of combustion is higher, which promotes the tendency for unburned fuel in front of the spark-ignition flame to detonate.

IGNITION TIMING OVERADVANCED Advancing the ignition timing induces knock. Slowing ignition timing suppresses knock.

COMPRESSION RATIO Compression ratio affects knock because cylinder pressures are increased with the increase in compression ratio.

VALVE TIMING Valve timing that fills the cylinder with more air/fuel mixture promotes higher cylinder pressures, increasing the chances for detonation.

TURBOCHARGING Turbocharging or supercharging forces additional fuel and air into the cylinder. This induces higher cylinder pressures and promotes knock.

COOLANT TEMPERATURE Hotspots in the cylinder or combustion chamber due to inefficient cooling or a damaged cooling system raise combustion chamber temperatures and promote knock.

CYLINDER-TO-CYLINDER DISTRIBUTION If an engine has poor distribution of the air/fuel mixture from cylinder to cylinder, the leaner cylinders could promote knock.

EXCESSIVE CARBON  DEPOSITS The accumulation of carbon deposits on the piston, valves, and combustion chamber causes poor heat transfer from the combustion chamber. Carbon accumulation also artificially increases the compression ratio. Both conditions cause knock.

AIR INLET TEMPERATURE The higher the air temperature when it enters the cylinder, the greater the tendency to knock.

COMBUSTION CHAMBER SHAPE The optimum combustion chamber shape for reduced knocking is hemispherical with a spark plug located in the center. The hemi-head allows for faster combustion, allowing less time for detonation to occur ahead of the flame front.

OCTANE NUMBER Only when an engine is designed and adjusted to take advantage of the higher octane gasoline can the value of the fuel be obtained. Most modern engines are designed to operate efficiently with regular grade gasoline and do not require a high-octane premium grade.

Volatility

As stated earlier, gasoline is very volatile. It readily evaporates so its vapor adequately mixes with air for combustion. Only vaporized fuel supports combustion. To ensure complete combustion, complete vaporization must occur.

The volatility of gasoline affects the following performance characteristics or driving conditions.

COLD STARING AND WARMUP A fuel can cause hard starting, hesitation, and stumbling during warmup if it does not vaporize readily. A fuel that warmup if it does not vaporize readily. A fuel that vaporizes too easily in hot weather can form vapor bubbles in the fuel line and fuel pump, resulting in vapor lock or loss of performance.

TEMPERATURE Because a highly volatile fuel vaporizes at a lower temperature than a less volatile fuel, winter-grade gasoline is more volatile than summergrade gasoline.

ALTITUDE Gasoline vaporizes more easily at high altitudes, so volatility is controlled in blending according to the elevation of the place where fuel is sold.

CARBURETOR ICING PROTECTION Carburetor icing is not as common in modern engines as in older engines. It can occur when ambient temperatures reach between 28˚ and 55˚F and the relative humidity rises above 65 percent. The humid air enters the carburetor and mixes with drops of fuel. When the fuel evaporates, it removes heat from the air and surrounding metal parts. When this occurs, the throttle temperature is rapidly lowered to below 32˚F (if the ambient temperature is within the range indicated), and condensing water vapor forms ice. The ice causes the engine to stall if it is idling during this phase.

CRANKCASE OIL DILUTION

A fuel must vaporize well to prevent diluting the crankcase oil with liquid fuel. If parts of the gasoline do not vaporize, droplets of liquid break down the oil film on the cylinder wall, causing scuffing or scoring. The liquid eventually enters the crankcase oil and results in the formation of sludge, gum, and varnish accumulation as well as decreasing the lubrication properties of the soil.

DRIVEABILITY

Poor vaporization can also affect the distribution of fuel from cylinder to cylinder since vaporized fuel travels farther and faster in the manifold.

Sulfur Content

Gasoline can contain some of the sulfur present in the crude oil. Sulfur content is reduced at the refinery to limit the amount of corrosion it can cause in the engine and exhaust system.

When the hydrogen in the hydrocarbon of the fuel is burned with air, one of the products of combustion is water. Water leaves the combustion chamber as steam but can condense back to water when passing through a cool exhaust system. When the engine is shut off and cools, steam condenses back to a liquid and forms water droplets. Steam present in crankcase blowby also condenses to water.

When the sulfur in the fuel is burned, it combines with oxygen to form sulfur dioxide. This sulfur dioxide can then combine with water to form highly corrosive sulfuric acid. This type of corrosion is the leading cause of exhaust valve pitting and exhaust system deterioration. With catalysts, the sulfur dioxide can cause the obnoxious odor of rotten eggs during vehicle warmup. To reduce corrosion caused by sulfuric acid, the sulfur content in gasoline is limited to less than 0.01 percent.

Deposit Control

Several additives are put in gasoline to control harmful deposits, including gum or oxidation inhibitors, detergents, metal deactivators, and rust inhibitors.

BASIC FUELS

For many years, lead compound such as tetraethyl lead (TEL) and tetramethyl lead (TML) were added to gasoline to improve its octane ratings. However, since the mid-1970s, vehicles have been designed to run on unleaded gasoline only. Leaded fuels are no longer available as automotive fuels. The main reason for the change to unleaded gasoline was to provide a fuel for cars with special antipollution devices - catalytic converters. These systems must have unleaded fuel to work properly.

Because of the deactivating or poisoning effect lead has on the catalyst, gasolines are limited to a lead content of 0.06 gram per gallon. Since TEL or TML is not added to unleaded gasolines, the required octane number is obtained by blending compounds of the required octane quality. Methylcylopentadienyl manganese tricarbonyl (MMT) is a catalyst-compatible octane improver. Vehicles with catalytic converters are labeled at both the fuel gauge and fuel filler - unleaded fuel only.

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