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THE RACERS EDGE 12-01-00

WHY DO WE TEST RACE FUELS?
By H. David Redszus

With all the ongoing discussion, controversy and confusion regarding the testing and legality of race fuels, one might ask, “Why test at all?” Here is our reply.

The issue of testing race fuels seems to boil down to two areas:
1. To create a level playing field for competitors
2. To address the issues of health and safety

The purpose and intention of every race fuel manufacturer is to produce a fuel which will provide improved engine performance, commensurate with reasonable cost and manufacturing limitations. Not all fuels are the same, since each refinery has a different technical approach to solving the problem. In addition, the fuel transport and storage process may affect the composition, properties and performance of fuels. Lastly, fuels sold in the United States are required to met certain industry, regulatory, geographical and seasonal requirements.

In short, the reality of all fuels is that great variances exist and will persist even when specific brands or types of fuel are specified. Even series-produced engines, which are supposed to be identical, do not produce the same performance, due to differences in manufacturing and assembly tolerances.

When engine variations are combines with fuel variations, the result can produce variations in on-track performance in spite of substantial efforts to ensure uniform performance. Add this to the factors of difference in ignition, calibration, wear, lubrication, deposits, temperature and one conclusion becomes evident: there is no such thing as a level playing field in racing!!!

Level playing fields never existed in racing and probably never will. One needs only to look at IROC to see vast sums expended in the futile pursuit of equality. The very best sanctioning body can hope for is to provide each competitor an equal opportunity to be reasonably competitive, but it cannot guarantee an equal result.

Fuel selection must therefore be based on ease of availability, appropriateness for the specific engine, reasonable cost to the competitor and reasonable cost to the sanctioning body regarding testing and enforcement.

The second, and much more important issue regarding fuel for competition use, revolves around health and safety. - No legitimate refinery will knowingly manufacture and distribute fuels with excessive health or safety risks.- The legal liability exposure alone is far too great for the meager margin of return. Some competitors and some fuel marketers can and do use fuel components which are known to be toxic, carcinogenic and harmful, even when carefully used, in total disregard of health of fellow competitors, crews and families, track workers and themselves.

Certain components, not normally found in gasolines, are known to exist which may provide performance increases but are quite unstable (in your trailer), potentially dangerous and provide an unacceptable safety risk. In addition, some substances, when used by untrained, unskilled racers, often produce engine damage and destruction, again increasing risk and certainly increasing cost.

Racing is inherently risky, a fact acknowledged and accepted by those who compete; but as a sport, it does not need an increase in unnecessary and foolish risks.

But amateur racers (and many professionals) are overwhelmingly under-informed. They often rely on the expertise of race sanctioning bodies, whom they trust will do what is right and proper. Yet, we have all seen vested interests that serve to violate this trust. Compensation and exploitation should have little standing when health and safety are concerned. Any sanctioning body that does not choose to be part of the solution, automatically becomes a big part of the problem. Sanctioning bodies who permit the continued use of fuels containing components which are health and safety hazards are at best, negligent, and at worst, immoral. Feeble invocations of expected legal liability have no standing where the safety of our kids and young adults is concerned and will in the end, be self-destructive.

Every legitimate refinery in this country is very interested in producing fuels that are as safe as possible when used properly. Only those players (companies or racers) who do not have the expertise to compete, or to produce proper products, will resort to the use of harmful and dangerous substances. Their blatant disregard for the health and welfare of fellow competitors should certainly not be rewarded with the cloak of respectability nor protected by the shroud of anonymity.

Fuel testing procedures should be aimed at identifying and eliminating suppliers and users of those substances. At present, the only practical and foolproof method of identification is through the use of laboratory testing and analysis. The only effective method for elimination of those substances is through sanctioning body enforcement and peer pressure disapproval.

In support of those sanctioning bodies (series and kart clubs) who are actively interested in the proper testing of fuels, certain refineries (Phillips 66 Racing Fuels among others) are providing laboratory analysis services. The costs to the sanctioning bodies are nominal, heavily subsidized by the refinery and far below typical commercial laboratory costs. In addition, technical support is often available to provide correct answers to testing, tuning, health and safety.

Following are frequently asked questions regarding fuel testing. -

Should we test for specific gravity?
The Specific Gravity (SpG) of racing gasolines will range from 0.69 to 0.79, with pump gasoline somewhere in between. Since gasoline is constructed of many components, each with its own SpG, the overall SpG of fuel will vary due to age, evaporation of light fractions, temperature, and general condition. There is no competitive advantage to a fuel with a higher or lower SpG. Therefore, SpG testing of gasoline serves no useful purpose.

SpG testing can, however, be a useful test for monolithic fuels such as Methanol. Methanol has a SpG of .792-.797 and would not normally be expected to vary except for water absorption which ill raise the SpG level. A SpG value for methanol less than .790 should be suspect and cause for further testing.

A word of warning. The SpG of hydrocarbons is highly dependent on its temperature. While there are correction charts available for most hydrocarbons, accurate testing would require a separate correction chart for each fuel component – not likely to be available. Therefore SpG testing should only be done in a laboratory under controlled conditions.

Should octane levels be regulated?
Each engine has its own specific octane requirement determined by design, assembly, carbon deposit buildup, operating load, and temperature. While adequate octane is necessary for engine survival, excessive octane provides no improvement in performance. Octane will vary widely in pump fuels due to seasonal and regional requirements as well as condition. The posted pump octane index is an average of Research and Motor octanes and is not an adequate predictor of fuel octane for a racing engine. Regulation and testing of octane is difficult and unnecessary.

Should additives be prohibited?
That would depend on what type of additive. Most gasolines start out virtually the same. They are a commodity sold on the New York Mercantile Exchange. All gasolines contain additives as required to enhance performance, facilitate storage and transport and keep engines clean. These are EPA (U.S. Environmental Protection Agency) legal additives. The real concern regarding additives involves illegal additives which are harmful and dangerous. When testing fuels, illegal additives is what is being looked for.

How about Toluene, Xylene and Benzene?
Toluol or Toluene and Xylene are normal components found in virtually all fuels. Benzene is another matter. EPA regulations severely limit the permissible amount of Benzene (less than 2%) due to its extreme carcinogenic (cancer causing) properties. Benzene is probably the most harmful fuel additive available and should be minimized. Presently only laboratory analysis can be used to detect Benzene.

How does Benzene compare to Dioxane?
Benzene and Dioxane are both very bad characters, but for different reasons. Benzene is highly carcinogenic, while Dioxane is not. But, Dioxane is quite toxic, absorbed through the skin and lungs, and causes tumors in the liver, kidneys, and nasal mucous linings. The Germane Test (also called the “acid drop” test) has been used to detect Dioxane. The text can only be used on unmixed gasoline which does not contain oil since the test will often react to oil additives. The test can be used at the track, but is slow and cumbersome. The performance benefit of Dioxane is not exceptional.

Other methods of performance improvement are far more effective. The only benefit of Dioxane is to avoid detection by Digatron testing equipment. The key to elimination of Benzene and Dioxane is peer pressure and severs penalties, not merely an event disqualification!

What’s the story on leaded race fuel?
Lead components are unhealthy when ingested. Inhaled lead vapors are exhaled without effect. Skin exposure does allow some absorption. TEL and TML compounds are not carcinogenic, but can be irritants. Leaded fuels (like all fuels) should always be handled with care and kept away from children. Leaded fuels were used by the general public for over 70 years with little adverse effect. The principle problem with leaded fuels is that they will foul oxygen sensors and catalytic converters which are used to control exhaust pollutants which are harmful to the atmosphere.

The current trend in race fuels is similar to that of pump fuel and Avgas (aviation gasoline) - away from lead and toward unleaded fuel. But lead is still the most effective octane improvement agent known, and for very high performance engines, no other substitute is presently available. Discretion dictates the use of leaded fuel only when necessary.

Isn’t laboratory analysis expensive?
It can be. Private labs often charge $75.00 or more for fuel analysis. Some refineries provide the same services for a highly subsidized nominal fee. Sanctioning bodies, etc. who do not take advantage of subsidized lab testing are missing a valuable tool.

Not every competitor needs to be tested. Top five, random or spot checks are equally effective. Even fake checks (collecting fuel samples without analysis) can be quite effective. Some tech inspectors have experimented with “top five finishers” - “one fails, all fail” methods that have produced increased awareness and extreme peer pressure.

The real key is peer pressure and competitor support of official fuel testing. It’s important to let competitors know that fuel testing is for their benefit and not their detriment.

About the author: H. David Redszus is a chemical engineer at Precision Automotive Research, Midwest Distributor of Phillips 66 Racing Fuels, Bensenville, Illinois.

QUICK QUIZ ON RACING FUELS
How well do you understand racing fuels?
Take this quiz and find the answers in The Last Lap column

1. True - False: Racing fuel make more power because it has higher octane?
2. True - False: Too much octane is bad for an engine?
3. True - False: All racing fuels are about the same, if they have the same octane?
4. True - False: Low performance stock engines rarely benefit from using racing fuel?
5. True - False: Race fuel should always be stored in a tightly sealed red plastic container designed for the purpose?
6. True - False: Race fuel may be safely purchased in bulk, provided it comes from underground storage tanks?
7. True - False: Nitrous oxide makes about 30% more power than gasoline?
8. True - False: Racing fuel is toxic and dangerous to handle?
9. True - False: Racing fuel contains more energy than pump gas?
10. True - False: Racing fuel has a long shelf life and should be purchased in economical bulk sizes?
11. True - False: Exhaust gas temperatures are a good way to evaluate and select a racing fuel?
12. True - False: A high octane race gas burns slowly to prevent destructive detonation?
13. True - False: A direct, back to back comparison test of various fuel brands is the best way to select a racing fuel?
14. True - False: Leaded racing gas makes more power than unleaded racing gas?
15. True - False: You can tell how strong a race gas is by the way it smells?

Quick Quiz Courtesy Phillips 66 Racing Fuels

END

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