Water related problems in gasoline engines

TUESDAY, 22 DECEMBER 2009 19:12

Recently, we ran an article about water in the diesel
fuel system, and there were questions of the effect of
water in the petrol engines. It is quite common to see
water in the exhaust systems of gasoline engines.
Questions about this water (cause and effect) vary but
we can say it is a result of condensation. Vehicles that
are driven only short distances and not allowing for this
water to fully evaporate will in most cases have more
exhaust system problems than those that allow it to evaporate fully after running a fairly long distance. All
gasoline engines produce water vapour and all water vapour condenses if the exhaust pipe is cool.
Combustion of hydrocarbon fuel produces both carbon dioxide and water vapour as a normal part of the
process.
An average motorist is wary of water in floods or at the time of cleaning the engine. When not carefully
done, water vapour can embed in the high tension cables (plug wires) causing a lot of misery to a motorist.
This water tends to interfere with the current from the ignition coil into the plugs thus compromising the
quality of the spark delivered in the combustion chamber. The water also has a problem of spoiling the spark
plug.
Where the fuel is contaminated with water, water dilutes the fuel causing loss of horsepower. The spark
plugs will also have a lot of corrosion from the water in the system. The same water will also promote rust in
the fuel system. The cost of replacing fuel lines and in several cases the fuel pump will be an additional cost
incurred. To get rid of this adulterated fuel, you will have to remove the whole tank and flush it, then wait
for it to dry before putting it back.
Due diligence and extra precaution should be exercised when handling gasoline as it is highly flammable. It
is a known hazard in all workshops.
Purging water from all fuel lines and the tank will definitely improve the performance of the motor vehicle.
It will also prevent further damage of rust to the other parts like the fuel pump and spark plugs. Where the
plugs are corroded it is advisable to have them replaced immediately.
Vehicles with catalytic convertors are more problematic to deal with if they have a contaminated fuel
problem. The catalyst promotes chemical reactions for the conversion of pollutants. Water tends to damage
the catalyst converter. Should this happen, this will be the start of a high air-to-fuel ratio which will increase
not only the fuel consumption but may also cause back fire. If this happens, some fuel may not be burnt
within the combustion chamber.
Also difficult to deal with are vehicles using the traditional Contact Breaker points. They will malfunction at
the slightest detection of water vapour at the distributor cup or the ignition coil. Passing through flooded
places is a big issue especially if you cannot wipe dry all those parts mentioned in relation to the ignition
system
Gasoline Basics & Effects On An Engine
Understanding The Mysteries Of Petrol And Its Effects On Your
Engine
Jeff Smith Senior Technical Editor
June 1, 1999
Step By Step

Octane is the most important issue when it comes to selecting the proper gasoline. Octane is a numerical
rating that indicates a fuels resistance to detonation. The higher the octane number, the more resistant it is to
detonation. Higher octane allows an engine-builder to create higher cylinder pressures to make more power.
If your engine does not detonate, rattle, or ping on 87-octane fuel, there is no advantage to using a higher-
octane fuel. Also, a common fallacy is that higher-octane gasoline burns faster or slower. As octane
increases, the components that increase the octane chemically react in the combustion process to merely
prevent detonation rather than change the burn rate.

Pump gas and most race gasoline is rated in the (R+M)/2 fashion, which refers to an average of two ways
that octane is measured: Research and Motor octane. Research octane uses an industry-standard, single-
cylinder test engine run at 600 rpm with an inlet-air temperature of 100 degrees Fahrenheit. Motor octane
numbers are generated with this same test engine operating at 900 rpm with inlet air at 300 degrees F.
Typically, Research octane numbers are 8 to 10 numbers higher than Motor octane numbers, since higher
inlet air temperatures will increase an engines tendency to detonate. There is an almost infinite number of
ways to create the (R+M)/2 octane rating. According to Wusz, higher Research numbers will reduce part-
throttle detonation, while higher Motor numbers are better for detonation resistance at wide-open throttle.

Unocals 76 Racing Gasoline offers two different types of racing gas: 108-octane leaded and 100-octane
unleaded. The 100-octane unleaded is oxygenated and therefore legal for use in street-driven vehicles. Often,
100 may be more octane than you really need for your engine. You can mix the 100-unleaded with 92-octane
pump gas to create the octane you need to eliminate detonation. Wusz also mentioned that unleaded can be
mixed with leaded race gas. When you do this, the final octane number will be slightly higher than indicated
in this chart, as small amounts of lead will increase the blended octane number. This chart is courtesy of 76
Racing Gasoline.

Recently, the Environmental Protection Agency (EPA) has required adding oxygenates to fuels used in air
quality non-attainment areas. Mostly, these are large metropolitan areas such as Los Angeles. Oxygenates
are exactly what they sound like: additives that blend oxygen into the gasoline. The target is to add 2 percent
oxygen to the gasoline, which, according to Wusz, has the effect of leaning the air/fuel ratio of the fuel. This
can mean a significantly leaner air/fuel ratio compared to nonoxygenated gasoline. This used to be mandated
only in the winter months and served to reduce hydrocarbon emissions. But in Los Angeles, for example,
oxygenated fuels are now here to stay. At the start of 1995, approximately 35 percent of all gasoline sold in
the U.S. was oxygenated.

You may have heard the term specific gravity in relation to gasoline. Most race organizations specify the
type of gasoline by this method. Specific gravity is the comparison of the weight of fuel in relation to the
weight of water. If water is rated as a value of one, then gasolines (since they are lighter) are specified as a
percentage of 1. Many street unleaded 92-octane gasolines measure from 0.75 or higher, while leaded race
and unleaded 87-octane street gasolines can test below 0.75. This is important, since the specific gravity of a
particular fuel affects the mass of fuel that can pass through a jet orifice. Specific gravity of fuel also
determines how high (or low) a carburetor float sits in the fuel. Therefore, switching from a high specific-
gravity fuel to a low specific-gravity fuel will have the same impact as reducing the jet size in the carburetor,
since fewer hydrocarbons will be introduced into the engine even though the jets have not been changed.

Many enthusiasts use aviation fuel as a blending agent or as a straight gasoline for high-output engines.
According to Wusz, aviation gasoline, such as the green 100/130 octane fuel, is generally a lighter specific-
gravity fuel that has good octane and a high percentage of alkylate that tends to boost octane. Aviation fuel
will work especially well as a blending agent for pump gas but will tend to lean the air/fuel ratio due to its
lighter specific gravity of around .69. Also, aviation fuel octane is not rated the same as street gasoline. For
example, a 112/160-aviation-fuel-octane rating is equal to 108-octane Unocal 76 leaded race gas.

One advantage to using unleaded race gas is that it will not poison catalytic converters or oxygen sensors
when used in emissions-controlled cars. One way to improve the octane rating of an unleaded fuel is to add
what are called aromatics, such as toluene, which is an industrial solvent. Unfortunately, such aromatics will
attack rubber, making it swell and become soft. Weve witnessed this in a street car using high-octane
unleaded race gas. Often, high-octane unleaded fuels will especially attack older rubber fuel line or rubber
that is not rated for fuel line use. According to Wusz, most quality fuel line made in the last 10 or 15 years
should not be affected by these aromatics. But if you are concerned about whether your fuel line will be
affected, Wusz suggests cutting a short section of fuel line and immersing it in the race gas in a sealed glass
container and allowing it to sit outdoors for a few days. If the fuel line swells in the presence of this gasoline,
this is an unsafe condition and you should either choose a different fuel or find a fuel line that will not be
affected.
Gasoline is a mystery to most Ford buffs. For the most part, we just fill up the tank and forget about the fuel.
The most difficult question is whether to step up from 89 to 92 octane. As you might guess, there's much
more to gasoline than just regular or premium. With the generous help of Unocal 76's principal engineer for
fuels technology, Tim Wusz, we'll take a quick look at gasoline and how that aspect of hot rodding is
undergoing some significant changes.