We can restore them mechanically to showroom new, but we can't restore what comes out of the gas pumps. I would love to have some drums of fresh 57 octane gas from the late 1920's, plus some 1930 Sunoco Blue 70 octane, to try out on my customer's cars to see what they really ran like when new.
ENGINE VAPOR LOCK PLUS
Turbulence inside a combustion chamber, plus combustion chamber shape can also affect how a flame front can react. Plus, octane rating is not the only thing that affects flame front propagation. So discussions of flame front based on old texts are not really relevant to what we can get at the gas pump, except to have a debate to chew on. And additives can not only change octane rating, they can affect flame front propagation. With all the additives there is not much "gasoline" in today's gas. Keep in mind that todays gasoline is not the same as that from decades ago. There is a lot of info if you do a web search using the search term, "octane and flame front propagation". I think that will be the only way the Octane Police will let me make bail ! By the way : are any of you guys old flight engineers going back 50 years or so to the days of recip power ? Also, Paul, do you have any other links to octane/flamefront rate ? Thanks again for the fascinating read ! - Carl I hope you guys will be able to answer what I may not be able to answer myself. Therefore, as with any learning process, this has stimulated questions brewing up in my mind. Very difficult to argue with anything in this well written document. I cannot reconcile previous long held understandings with this marvelous new information. I have been curious about aspects of octane/flamefront propagation rate for decades. Have any of you guys read all of this ? Are any of you engineers ? I already have two major conflicts between prior knowledge and what I have learned so far. I have already learned quite a bit, but this will require considerably more study on my part. Reading all 4 parts is extremely interesting. Hiding out, - CarlīRAVO, PAUL !! Thank you very much for alerting us/me to the Gasoline FAQ. The higher the octane, the slower the flamefront propagation rate. Let me leave you with this : Octane refers to flamefront propagation rate under standard conditions. Low compression long stroke engines must use LOW octane gasoline because it burns FASTER ! Huh ? Yup ! HERE THEY COME ! Gotta lay low for a while. Engines of the time were perfectly matched to the gasoline available, as the Octane Police will teach us. The distillation curves in the top pic are from "Marks'." 6th Ed. This will explain the degradation of gasoline from the mid or late 'teens, and finally a recovery similar to the very good gasoline available until the mid 'teens. , 1930, shown in the middle pic, please read the paragraph to the left of the distillation curves. This from "Marks' Mechanical Engineers' Handbook", 2nd. JIGGERS !!!! Here come the Octane Police ! I have to run and hide ! While I am gone, please read the short paragraph above the distillation curves shown in the bottom pic. Recirculation of fuel back to the tank, something that's currently being done in new production, and has been done for many years, is a sure-fire way to eliminate vapor lock. By doing so you could experience engine over-heating and poorer fuel mileage, as well as a decrease in engine performance. If your engine parameters and design doesn't require a high octane rating fuel, don't use it. What's the octane rating for? Actually octane modification additives cause the combustion process to slow down, thereby causing a slower rise in the peak combustion pressure. Whilst on a gasolene topic, octane rating has NOTHING to do with the available heat energy contained in a gallon of gasolene, hence a gallon of regular has the same energy value as a gallon of SUPER-DUPER. Makes as much sense as any of the other explainations I've heard. I was once told that the effect that clothes pins have is to act as a air diverter vane, causing more airflow along the steel line which carries off a greater amount of heat or acts as a baffle to divert heated air away from the line.
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