You know-
Normally, I am not a proponent of Avgas
for auto use because the formulation of these fuels are so very
different considering the very different applications;
Avgas being "built" for continuous low rpm
piston operations at any pressure altitude
up to about 30,000 feet, plus.
The "volatility" and "burn" characteristics
are different to the extent avgas "go's off"
a lot sooner in the automotive application
then auto gas of the same octane number
so that ignition timing actually has to be
retarded to avoid detonation in the case of
the auto engine. To the extent this is the
case nulifys the apparent higher octane
number of Avgas when used for other
internal combustion applications.
However, at some point in the octane game the auto engine will feel an
"improvement".
Fr'instance, an auto engine running on
91PON and timed accordingly to do so
just short of detonation/pre-ignition might
not get the full benefit of the 9 greater
octane number of 100LL Avgas due to the
foregoing differences in formulation as
previously outlined but, there might be a
net gain of 1/2 that despite these differences. And 1/2 a loaf might be
better
than none in this case, eh?
And, Geoff is correct. 100LL is "low lead"
as compared to the leaded Avgas of
"yesterday", not the leaded automotive
gas of yesterday; "low lead" comparison
in this case, is a case of apples & oranges
rather than apples an apples.
The lead content of 100LL (low lead)
Avgas is far greater than it's automotive
"unleaded" counterpart.
You might try mixing this stuff or using it
"straight up" and see if you might not be
able to run a little more advance in the
normally aspirated applications or a little
more boost in the case of "blown" motors
(a la Glen Byrnes' gorgeous little Bugeye).
What would really give one a clue as to
"improvement" would be an Air/Fuel ratio
monitor set-up. This would be the way to
go and would tell the tale in objective terms, taking all of the
guesswork out of
this!! :)
I'd sure be interested in hearing the results!!
Cap'n. Bob
'60 :{)
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