Once again, we are talking about gasoline and octane making more power. It is not about octane!
Many people on this forum are looking for more power without spending a lot more for fuel.
There are important aspects about your fuel that have to be understood. There are "a few things" which determine what gives power in an engine :
We have to begin by understanding that all the horsepower our engines are ever going to produce are stored in the fuel that you use to produce it. All other components including intakes, cams, valves, compression ratios, computer tunes etc all are dependent on appropriate fuel(and lubrication).
It’s really that simple. The specific energy content of the air/fuel mixture and the length it burns is the key.
The more fuel energy your engine can EFFICIENTLY burn (read that utilize), the more power it will produce per given fuel charge. This is correct regardless of whether you are normally aspirated, turbocharged, or supercharged.
However, a lot of factors influence this fuel energy:
Gross volume, air/fuel ratio, density of the fuel mixture, completeness of vaporization as opposed to atomization, initial flame speed and WHERE the burn originates and how it swirls.
You’ll notice I didn’t mention the octane rating initially. The reason is that in and of itself, octane rating does nothing to improve power output!
All octane rating does is measure the ability of a fuel to resist pre-ignition (read that as detonation) in a higher compression engine.
Higher octane fuels allow the use of higher compression ratios, and THAT does produce more power. This is where the Diablo picks up some power because the engine can be tuned much closer to the compression ratio and it's utilization factor. ACES IV can advance the power even more using a Diablo as the fuel will reach longer power peaks. While an octane rating does influence flame speed, so do other factors.
Two of these other factors are:
Vaporization...this is just what it sounds like: how well is the fuel/air mixture dispersed at the point of ignition. (As ACES IV promotes molecular fuel balancing, a much more vaporized dispersed pattern emerges) Incompletely atomized fuel burns more slowly and mostly will not burn completely. (This is another the reason for 2 plugs in the Hemi)
It doesn’t do you any good if it isn’t completely consumed by the time the exhaust port opens.....(this is why ACES IV releases oxygen, hydrogen and nitrogen at exactly peak heat release for a much more complete burn before the exhaust stroke commenses.)
The better job you can do in getting a uniform dispersion of fuel in the incoming air, the more completely it will burn. This is also where ACES IV promotes ignition from the inside out which performs better than an outside in configuration.
Many people try to use oil based fuel additives to accomplish a better burn because they believe that it will reduce surface tension of gasoline, unfortunately petroleum oils commonly used in most all fuel additives have relatively high surface tension in solution with gasoline and so it actually inhibits the vaporization process hampering combustion. (Typically this is why people call most fuel additives "snake oil".)
Oil is the operative word here and why. Remember that if it is distilled out of crude oil and not included in either gasoline, diesel fuel, or jet kerosine, then it isn't good for the fuels in general and should not be added.
Gasoline, diesel fuel, and jet kerosine are the most expensive components and any refinery would love to make full barrels of these three with nothing left over. If the item is distilled out then it is not good for any of them. However, there are bottles of "petroleum distillate" additives available to put in fuels because essentially they have to get rid of them somewhere!!
Flame speed is also pretty self-explanatory, but there are two sides to this coin. On one hand, the faster the fuel/air mixture burns, the higher expanding gas pressure will be and the longer the pressure wave will have to work on the piston before the exhaust port opens.
However, since the ignition system is timed to fire before the piston reaches top-dead-center, some of that gas pressure will actually work AGAINST the piston as it completes the compression stroke. It is called “knock" in your regular car, but it's really pre-ignition and it can be really destructive.
It can literally chew the top of a piston away a little bit at a time. In less then a minute, at the RPMs that most street/strip engines run the top of the piston is gone and youre done. In extreme cases, pre-ignition can break pistons, and the damage that it can do is expensive.
The density of the fuel/air mixture is the subject of a great deal of interest throughout the racing world. The cooler the charge of fuel and air going into the engine, the denser it will be. And the denser it is, the more potential energy there is in each incoming charge. Introducing more available oxygen and hydrogen with the fuel creates more power yet in the given space.
Remember that all the horsepower you’re going to get is stored in that fuel and air (especially with ACES IV), so the denser a charge you can get into the engine, the better. Superchargers and turbochargers increase the charge density mechanically by compressing it, but that generates a lot of heat in the mixture before it ever gets into the cylinder.
This is why lubricity is so important in post combustion to exhaust phase. It creates even more heat if nitrous oxide is used as an accelerant. (ACES IV makes nitrous about 7% more powerful)
With ACES IV, lengthening the flame front and retarding peak heat release will cause the fuel to resist pre-ignition and allow you to lean the engine out more without damage. The heat reactive lubricity produced by the ACES IV will reduce ring and bore wear by a minimum of 6 times less while reducing stem and guide wear by some 4 times and 5 times less impact valve damage........which we hear as the "Hemi Tick".
Use of ACES IV in 87 Octane fuel has an ignition improver to help increase 87 up to a 96 Octane effect (for low performance applications only, and not for high performance R/T Scat Pack and SRT use) smoother running and more mpg and less heat are produced. Mainly for 3.5 and 3.6L V6.
Using it in 89 octane (for R/T and stock Scat Pack applications) produces up to 98 Octane effect, and in 93 Octane fuel, effects of up to 102 Octane can be attained. Any base fuel, when treated, will help eliminate cylinder detonation and produce added power.
I use 89 Shell or Marathon fuels and ACES IV at 1 oz per 6 gallons to use the 98 octane effect with smooth power and no detonation in HP applications in my SRT8.
This is what we used when we went to Akron Horsepower along with the 12.5w40 QuantumBlue oils. We picked up 19 hp and 31 ft lbs of torque doing our QB HP Gold Coolant, the engine oil and ACES IV.
Understanding the dynamics of how fuels work will help many people determine what is the next move, and how to get more power from your fuel effectively and why we designed the ACES IV in the first place.
BND Automotive LLC
Forum Vendor for 9 years!