PART 2: AV gas in a turbo 2 stroke:

Eli said:

What elevation was the 12lbs at?

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dmj1 said:

12 psi from 6000-8500 ft

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Cosarguy said:

I know this is about 100LL, but I gotta ask:

Your thoughts on Torco Accelerator? I found myself over octaning last year trying to be safe on a TM-1000, 9 pounds, no innercooler. The result was a soft bottom end (I'm working out now, so maybe that will help :face-icon-small-hap). Seriously, I'm thinking of trying torco with Shell 92 premium on this years build....M8 at 10ish pounds to recover my lost bottom end. I'm also leaving on the 2010 head, so I'm really going to ease into fuel changes and boost this year.

Last year's sled, non scientific seat-of-the-pants testing between Sunoco 110 and 100LL....100LL seemed much crisper on the low end, compared to 110. I did have to add a little fuel med and high to keep my numbers in check, compared to 110. Fuel weight difference perhaps?

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jsandgren10 said:

Will av gas be fine running 12psi non intercooled at 6-8k feet?

Can you only really get it at local airports?

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100LL (Blue) Avgas seems to be the most readily available version so I'm assuming that's what we are talking about. 100LL Avgas USUALLY isn’t the best choice but it won't hurt anything.

** For those of you in a hurry, or just sick of me rambling on about this crap skip down to the bottom of the thread to the >>>>>> for a summation.

For those of you still with me, here are some details.


For our purposes Avgas has a couple of problems:
1) The 90% boiling point for 100LL Blue Avgas is set at 275 degrees F, which in an engine that turns over 7000 rpm will likely make less power than a fuel that has it's 90% point lower. Pump gas has similar problems, but most good race gas will have 90% Point MUCH lower. As an example Phillips B32 has a 90% boiling point around 235 degrees F and VP C12 has a 90% boiling point around 220 degrees F.
2) Depending on the refiner 100LL can have fairly high aromatic hydrocarbon content, in the 30% by weight range. This level of aromatics will tend to make the throttle response mushy and flat in applications that see big throttle opening transitions on a regular basis. It's similar to what happens when you dump a lot of Toluene based octane booster in your fuel. Throttle response becomes a distant memory.

3) The vapor pressure and distillation curve of Avgas just doesn't seem right for our purposes. The distillation curve or Volatility curve of a fuel determines to a large degree the warm-up, transitional (on & off) throttle response, and acceleration characteristics of an engine.
Here's the simplified version:
A fuels distillation curve designates the maximum temperatures at which various points between 10% and 90% of the fuel will be evaporated as well as the maximum end point temperature. So for any Engine/Air Temperature combination there is a minimum volatility that is required for proper running. As you probably know gasoline is made up of different hydrocarbons, with different boiling points. By combining these
Hydrocarbons together you get a Distillation/Volatility curve. Some hydrocarbons (light ends) boil off at low temps some at much higher temps. Depending on the intended application, a petrochemist will blend hydrocarbons to get a curve that matches the rpm range, temp, altitude, and acceleration characteristics for the application. The problem with avgas as a race fuel is the fact it is blended for an application where
Acceleration and throttle response is not a high priority. If you think about the average light airplane application, you're talking about a fairly low compression engine that runs in a fairly narrow rpm band, and is rarely called on to provide the type of transitional throttle response that a high rpm, acceleration critical application like motocross does. What's more important to the Avgas designer is controlling mixture strength by eliminating the possibility of vapor lock and icing while making sure that light end hydrocarbon fractions don't boil off too early. The lowered rpm ranges used in these engines allow them to push the boiling point up on the upper end as well. As you can see, by using straight Avgas or by mixing various types of fuel together you are modifying a number of important fuel design parameters. You may hit on a combination that works well, but more likely you'll have an engine that doesn't detonate, but doesn't accelerate very well either. So Avgas is SAFE, but not a very good choice. The high paraffinic hydrocarbon content of 100LL makes a very good base stock if you want to play back yard petrochemist, and I believe this is how some of the smaller race fuel blenders start out. I can tell you from experience that it's a beotch to document and test various changes unless you have a lot of time and patience, so trying to come up with your own Super Fuel is probably more trouble than it is worth.

So it sounds like Avgas is really bad for our purposes, and for the most part it is, but given the sorry state of pump fuel today, Avgas is looking better all the time.

>>>>>>
Here's my short course take on things based on my experience and personal biases, (keep in mind this is pretty generalized)

- In almost every case 100ll Avgas is a better choice than alcohol pump fuels

- If you don't need the additional octane that 100LL provides, then MTBE based pump premium (especially Amoco) will tend to provide better throttle than Avgas assuming you have any jetting skill. If you can't jet you're just wasting your time worrying about any of this stuff on a stock bike.

- Mixing 100LL Avgas with a good race gas designed for your application and rpm range is a reasonable way to save some money.

- Mixing alcohol based pump fuels with ANYTHING in an attempt to make it BETTER is just a chemical circle jerk, and if you're that cheap or that ignorant you deserve the crummy performance and the insurmountable jetting problems that you will invariably be blessed with.

- Milspec Avgas is a different animal entirely, but isn't readily available so we won't worry about it.

- The correct race fuel for your application will outperform ANY of the above, regardless of whether the engine is stock or modified. The more demon tweaks hiding in your engine, the more you have to gain.

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