Is leaded gas okay?
- Thread starter x-jetter
- Start date
ArtMaybee
I'm Baaaack!
- Location
- Mobile, AL
Leaded fuels will NOT hurt a 4-stroke engine. They WILL kill a catalytic converter if there is one installed though. The only real advantage I could see to running an aviation or other leaded fuel would be consistancy. So much of the fuel coming from pumps now is absolute trash. AVGAS should be more consistant in quality. Race fuels from a reputable source should be consistant as well.. I don't think they make seasonal changes to the formulas with race gases (leaded or not). I have been told that there are risks to running AVGAS though. It had somthing to do with the formulations. Airplanes run at higher altitudes, different RPM ranges, etc, etc, etc. I have been flying most of my life (dad is a private pilot). I also had two years in school for airframe and powerplant before deciding it wasn't my vocation. I was always told that AVGAS was not good to run in your car though I never thought to ask why.
I pasted info I found below:
TEL was once used extensively as an additive in gasoline (petrol) for its ability to increase the fuel's octane rating (that is, to prevent its premature detonation ("knocking") in the engine) thus allowing the use of higher compression ratios for greater efficiency and power. In addition some of the lead deposited on the valve seats and helped protect them against wear.
The use of TEL in gasoline was mostly dominant in the US while in Europe alcohol was used instead. However the dominance of the US oil companies eventually led to a switch to leaded fuel. When used as an antiknock agent alcohol would make the fuel hydroscopic (it would absorb water from the air) over time fuel humidity could lead to rusting and corrosion, as well as issues of biological contamination.
In most Western countries this additive went out of use in the late 20th century, chiefly because of the realization that most of its lead—which is toxic to humans and other organisms—ended up in the exhaust fumes and became a major health and environmental problem. The need for that additive was also lessened by the introduction of harder metals for valves and valve-seats, a general reduction in engine compression ratios and the introduction of other anti-knocking additives. The deployment of the catalytic converter (which lead oxides from TEL would foul) further reduced TEL use. TEL remains an ingredient of aviation gasoline and is also still available from a limited number of outlets as a fuel additive, mostly for owners of classic and vintage cars and motorcycles. In addition, TEL is still in use as an ingredient in the fuels used by NASCAR in its top three racing series. A more environmental friendly additive is composed of contains 10 ppm potassium (sometimes sodium), solvents and 75% diesel, and is added to unleaded fuel to boost the octane rating by 2-3 points.
In earlier times many vehicles produced before TEL's phase-out required modification to a greater or lesser extent to run successfully on unleaded gasoline. The installation of new hardened valve seats can be done by a competent automotive machine shop. A major engine rebuild, generally by the use of dished pistons, is required to reduce the compression ratio of some older high-performance engines (which required 100-octane fuel) to a ratio that is compatible with currently available gasoline ratings and this reform necessarily entails a decrease in engine power. However by the 21st century additives were available to allow continued use of even these sensitive engines, more or less to their normal function. TEL is still in use today as a component of 100 octane aviation fuel, as a suitable replacement for it in the aviation industry has not yet been found.
I pasted info I found below:
TEL was once used extensively as an additive in gasoline (petrol) for its ability to increase the fuel's octane rating (that is, to prevent its premature detonation ("knocking") in the engine) thus allowing the use of higher compression ratios for greater efficiency and power. In addition some of the lead deposited on the valve seats and helped protect them against wear.
The use of TEL in gasoline was mostly dominant in the US while in Europe alcohol was used instead. However the dominance of the US oil companies eventually led to a switch to leaded fuel. When used as an antiknock agent alcohol would make the fuel hydroscopic (it would absorb water from the air) over time fuel humidity could lead to rusting and corrosion, as well as issues of biological contamination.
In most Western countries this additive went out of use in the late 20th century, chiefly because of the realization that most of its lead—which is toxic to humans and other organisms—ended up in the exhaust fumes and became a major health and environmental problem. The need for that additive was also lessened by the introduction of harder metals for valves and valve-seats, a general reduction in engine compression ratios and the introduction of other anti-knocking additives. The deployment of the catalytic converter (which lead oxides from TEL would foul) further reduced TEL use. TEL remains an ingredient of aviation gasoline and is also still available from a limited number of outlets as a fuel additive, mostly for owners of classic and vintage cars and motorcycles. In addition, TEL is still in use as an ingredient in the fuels used by NASCAR in its top three racing series. A more environmental friendly additive is composed of contains 10 ppm potassium (sometimes sodium), solvents and 75% diesel, and is added to unleaded fuel to boost the octane rating by 2-3 points.
In earlier times many vehicles produced before TEL's phase-out required modification to a greater or lesser extent to run successfully on unleaded gasoline. The installation of new hardened valve seats can be done by a competent automotive machine shop. A major engine rebuild, generally by the use of dished pistons, is required to reduce the compression ratio of some older high-performance engines (which required 100-octane fuel) to a ratio that is compatible with currently available gasoline ratings and this reform necessarily entails a decrease in engine power. However by the 21st century additives were available to allow continued use of even these sensitive engines, more or less to their normal function. TEL is still in use today as a component of 100 octane aviation fuel, as a suitable replacement for it in the aviation industry has not yet been found.
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