GASOLINE: Part 2

Well I'm back. I was a little under the weather (sicker then a pack of dogs). So my post got a little delayed, I'm still working on some things, but in the mean time I thought I would share this and give you a taste of the research facility. I hope all the pix come out.

CCCDF Lab

Controlled Climate Chassis Dynamometer Facility



This facility houses two large 48" roll 200 hp chassis dynos and one engine/dyno stand in three separate rooms that can be individually climate controlled from -40 F to +120 F with humidity control. This facility can be used for vehicle drivability tests, vehicle octane rating tests, vehicle acceleration tests, and intake valve sticking. The refrigerant has been converted to R-134a.

Emissions Lab

Vehicle Emission Measurement



This facility features two 8.65" roll dynamometers and a Horiba VETA 9200 data acquisition and control system. Three analytical benches are available for the measurement of regulated FTP mass by bag dilute as well as second-by-second modal mass and catalyst efficiency by engine and tailpipe-out. The exhaust collection system includes a dual flow rate CVS and remote mixing tee. Custom tests can be developed in addition to the standard regulated cycles.

Chassis Dyno Lab

Mileage Accumulation Dynamometer



This facility offers six large roll chassis dynos, two of which are capable of temperature control to 70 F. They can be used for vehicle octane rating tests, vehicle acceleration tests, and duty cycle mileage accumulation tests.

Garage



This facility includes eleven service bays, equipped with various lifts, where engine tear-down and vehicle maintenance can be performed. The latest diagnostic and service equipment is available, including bore-scopes, five-gas analyzers, and various scanning hardware and software.

Fuel Blending and Dispensing



Full service blending from a few gallons to multi-thousand gallons is available.
This facility offers not only fuel storage capability in 1000 gallon and 10,000 gallon tanks, but also twelve service station island dispensers from which vehicles can be filled for road test programs.
Direct access to analytical service is available.

Engine Test Wing

This facility offers several engine/dyno stands capable of running various duty cycles for such testing as intake valve cleanliness, fuel economy, or general durability. Engine emissions can be measured, octane ratings can be determined, and fuel consumption can be precisely measured. Engine operation can be tailored for specific needs such as seamless fuel switches.

Other Services

 Experimental design and statistical analysis---from our extensive experience in conducting a variety of tests with different objectives over the years, we feel competent to help clients design their experiments to give the right information to answer the question at hand, including statistical significance of the results.

 Experienced raters/drivers---our technician staff comprises personnel with many years of experience at conducting tests according to CRC/ASTM/SAE/EPA protocol, including driveability tests, octane rating (acceleration) tests, emissions/fuel economy tests, and engine deposit measurements and ratings

This is it for now. I'll try to wrap it all up in the next part.

I think the best thing to do is answer my own survey, with some whys (since it's only my opinion) and let every read between the lines.


[This message has been edited by GT911 (edited 04-19-2001).]

Judging from these photos I have to buy a Ford for the gas to work as designed!

LOL

Maybe the biggest challange is figuring out what is wrong with Fords.

One BIG advantage for us with over-head-cam engines is that they are far more resistant to IVDs (Intake Valve Deposits) and CCDs (Combustion Chamber Deposits) vs. push rod engines. Not sure why, but it is that way.

Here's one for you. There is a Japanese engine with a four valve per cylinder set up that absolutely will NOT develope deposits, in the Japanese car. You can run anything in it, but the same engine in an American sister car builds deposits. That one hasn't been figured out either.

Its because the american car doesn't have the "ricer" wing on the back!

Thanks very much for this post, I'll be following it. Very interested in findings on today's fuels...especially how they'll work in my old MFI equipped car.

BTW, I'm not going to knock Ford products. My wife's "car" these days is a loaded with accessories '99 Ford Ranger, 4.0 with the 5 speed gooey go trans...and she loves it! Since buying it new, all we've done is oil changes every 3,000...and it's better than our Maytag Neptune, because the washer has needed repairs! Yeah, I know the ranger is a Mazda...but ZERO, I mean ZERO problems since we bought it. Reading reports in PANO, seems there aren't many 996 owners who can claim the same. Of course, they have one hell of a lot more fun when behind the wheel....

Do you guys have "tag" sales, where you sell off old blends for cheap?

Strickly research and developement.

No deals.

Anything that is sold (engines etc..) goes through an auction.

I think some research on an air cooled engine is long over due, too bad no one else shares my opinion on this.

That would be a great auction.

Talking about air cooled engines... I have heard that aviation gas (plenty of octane!) is no good in cars. Something about load levels and constant -vs- changing RPMs.

Maybe some of our hydro-carbon gurus can shed some light on this...