gasoline aki ron
Artikel Terkait gasoline aki ron
7 – 13 December 2019 fuel price update: RON 97 down 2 sen
Good news for RON 97 users, as the price of RON 97 is down by 2 sen, effective 7 December to 13 December
1 - 7 April 2021 Fuel Price Update: RON 97 up 2 sen, others unchanged
This week, RON 97 sees a 2 sen increase.
8 - 14 April Fuel Price Update: RON 97 up, RON 95, diesel unchanged
This week, RON 97 sees a further 2 sen increase.
3 - 9-June Fuel Price Update: RON 97 up 2 sen, RON 95, diesels maintain
The fuel prices from 3 - 9 June 2021 will be as follows: RON 95 – RM 2.05/litre RON 97 –
12 - 18 October 2019 Fuel price update: RON 97 up 7 sen
Bad news for RON 97 users, or perhaps this is normal by now, because the price for RON 97 is going up
Gov: No U-turn on ceiling price of RON 95 petrol, merely change in regulations
The ceiling price of RON 95 petrol and Euro 2M diesel will stay at RM 2.08/litre and RM 2.18/litre respectively
Volvo XC90 T5 Formally Enters Malaysian Market - Only Sale For RM 373,888！
abandons the previous version T8s hybrid combination and adopts the power configuration of the pure gasoline
22 - 28 April 2021 Fuel Price Update: RON 97 up by 4 sen, others remain
This time around, RON 97 sees a 4 sen increase while RON 95 and diesel prices remain.The fuel prices
RON 95 petrol price falls to the lowest since 2010 at RM 1.82 per litre
rsquo;s economy, which policies heavily depends on oil prices will suffer in the coming months.RON 95, RON
Euro 4M RON 95 petrol now available at Shell
Shell Malaysia has announced today that low sulphur content Euro 4M specifications RON 95 grade petrol
9 November - 15 November fuel price update: RON 97 up 1 Sen
While the rain keeps falling down on us, the price of RON 97 will see a rise in the coming week.Starting
19 - 25 October 2019 Fuel price update: RON 97 up by 1 cent
small victories are made as no skyrocketing in prices was involved.Starting tomorrow 19 October 2019, RON
Get RON 95 Euro 4M petrol at ALL Petronas stations nationwide!
announced that 24 December 2019 onwards, all Petronas stations nationwide will dispense Euro 4M rated RON
Mobil has a new engine oil that will protect your turbocharged engines
as follows: 0W-20 is most suitable for Toyota, Honda, Nissan, Hybrid and other newer ECO Japanese gasoline
5 – 10 October 2019 Fuel price update: RON 97 down 19 sen
In the coming week (5 – 10 October 2019), RON 97 will be down19 sen.Effective tomorrow, fuel prices
Price of RON 95 petrol drops by a significant 38 Sen per litre
Starting tomorrow from 21 March 2020 to 27 March 2020, the fuel prices are: RON 95 - RM 1.44/litre (-
21 – 27 September 2019 Fuel price update: RON 97 up 14 sen
Unfortunately, the poor Air Pollution Index (API) is not the only bad news as prices for RON 97 is up
23 - 29 November 2019 fuel price update: RON 97 down 4 sen
School holiday is here and good news for RON 97 users going on a road trip in the coming week, as the
Geely-Volvo: RON95 is enough for your Proton X50, RON97 won’t add more power
“Are you sure that RON 95 is enough? This is a turbocharged engine leh.
18 - 24 March 2021 Fuel Price Update: RON 97 up, RON 95 and diesel unchanged
This week, RON 97 sees a further 7 sen increase.
Review Post gasoline aki ron
#Gasoline octane levels may not be sufficient to meet automaker needs to improve #fueleconomy in the coming years, as market octane levels continue to remain below RON 95 outside of Europe, and at AKI 87 in the Americas. https://t.co/cJYLI3m0Us #fuelquality #oilandgas https://t.co/PmaawWXiGb
MC GARAGE TECH: A CRASH COURSE ON GASOLINE >>>http://t.co/yFvMxYH2kp http://t.co/p3WpVM67b0
Did you know that we have launched a new GFS Octane Market Share datatool showing country and regional-level historical and current data for gasoline grades by RON or AKI? Guess the country in this image (clue: in Asia)! https://t.co/wGyQ2hs8At #stratasadvisors #gasoline #Octane https://t.co/gtXWVo3gWX
@GasBuddyGuy In Norway, 17.43 NOK per L, if I'm not mistaken, that's around $7.6 per gallon, it varies a little bit from one station to another. They don't offer anything less than 95 octane here, which is the equivalent to 91 in the US. Insane considering oil is a major part of their income. https://t.co/mJBNTGPY4j
@purpleesocks They’re not just “cars”. They’re NASCAR stock cars. Powered by a 5.8L V8 engine making 550-750 HP, using Sunoco 93 MON, 104 RON, 98 AKI 85% unleaded gasoline + Sunoco Green Ethanol E15 15% race fuel and using fuel injection by McLaren Electronic Systems. https://t.co/Lb1wAIavWZ
@TRUE_Emissions @TheICCT @drewkodjak @Bloomberg @c40cities @GlobalNCAP @transenv @FIAFdn Also, cheap regular gasoline 91 RON (USA equivalent 87 AKI) does not exist in #EU, pushing consumers to clean Diesels and turbo engines (giving advantage to German automakers). Also, check https://t.co/Y2SUWTDrT4 EU Directive about regular 91 RON https://t.co/O3VNs5Jm6k
@outeregis Hi Kevin, we recommend using only unleaded gasoline with an octane rating of 87 AKI 90 (RON) or higher. Thanks!
@KancerKing @TheNice0ne @sjs856 @killahBEENbee Idk I'm not American so I just took that 91 RON was 81 AKI but it turns out it's 87 🤷♀️ Well, what matters is that you use the correct gasoline. Too high and your engine won't give full power, too low and you'll have knocking
Rod Stewart ft. Ron Wood - Maggie May / Gasoline Alley (Live from One Ni... https://t.co/nvqbOLrdaW @YouTubeさんから
@4Rockfire USA regular gasoline=91 RON (87 AKI), Russia is 92 RON.
Review Q&A gasoline aki ron
Why does gasoline in the US have less octane than gasoline in Europe? This is the case even after accounting for AKI to RON conversions and ethanol.
The difference lies in the methods of measurement - AKI posted at the pump in Europe is based on RON and in the US and Canada, AKI is based on both RON and MON (R+M/2). Due to the differences in testing methodologies, a particular fuel sample using the MON method will test from 8 to 12 points lower than RON or 4 to 6 points difference (R+M/2) as posted.
Is "octane rating 87" the same as "Research Octane Number 91"? My vehicle's owner's manual says to "Select octane rating 87 (Research Octane Number 91) or higher."
It would have been better if the manual stated "select ,AKI, octane rating 87 (Research Octane Number 91) or higher". The general term "Octane rating" is used to describe the ability of the fuel to resist detonation/knocking (Uncontrolled burning) in gasoline/petrol engines, whereas AKI, RON and MON provide specific numbers. There are two specific tests used to determine the number given to any gasoline. The Research Octane Number was first developed in 1927. The Motor Octane Number was developed in 1932. The MON test uses the same test engine but is a harsher test (higher revs and much higher inlet air temperature) which gives a lower number for the SAME gasoline. In the 1980s, USA changed from using the RON as the rest of the world still does, to using an average of RON plus MON, and calling it AKI (anti knock index). This results in a number about 4 digits lower than the RON, for the SAME fuel. So 87 AKI in the USA is indeed equivalent to 91 RON in the rest of the world. The statement in the manual that 87 octane is equivalent to RON 91 is not really correct as "87 octane" could be 87 RON, 87 MON, or 87 AKI. The corrected statement should read "select AKI octane rating 87 (Research octane number 91), or higher. That "or higher" tells a useful story too. You can always use a higher octane gasoline than recommended. It will work just fine although it won't give you any extra power or economy. Using a LOWER octane number than recommended can result in the engine suffering detonation, and even if the engine computer is able to retard the timing to stop that happening, it will result in less power and worse economy.
How can I prove that a gas station is selling watered-down gasoline?
As has been pointed out, gasoline cannot really be watered down with actual water. If they somehow delivered a meaningful amount of water along with the fuel, it would readily separate into two phases if you put it in a clear container. And it’s actually very hard to find anything cheaper than gasoline to dilute gasoline with. About the only thing I can think of that might be viable is selling lower-octane gasoline as a higher-octane product. That would not be easy to prove. The tests required to determine AKI (= (RON + MON)/2), which is what is reported on the pump, are fairly expensive and sophisticated. And doing this kind of cheating is very risky for the station operator for a fairly modest potential gain. What makes you think the gasoline is “watered down” in the first place?
Will a car made today for 87 octane actually perform worse if filled with premium 92 octane?
Octane levels relate the amount of heat and pressure fuels can take before they detonate. That is, in practice it stops the ignition of the air-fuel mixture from happening on its own before a spark plug causes it to happen fully only from the spark igniting it. Having an octane higher than that point does essentially nothing, it makes the fuel “unable to self-detonate” past the point it has been already detonated by something else and isn’t there any more. Although as has been pointed out, more exactly pre-ignition happens before spark-ignition, and detonation happens after spark-ignition. The first is often due to an overheated electrode or cylinder carbon build up, and the second from an octane that is too low or an overly lean mixture. Pre-ignition can contribute to detonation, or wild combustion all crazy-like. Or, knock and ping can be heard when either the fuel/air pre-ignites or detonates, even though they happen for different reasons at different times and can be a combination sort of thing. But either way, however we put it, using gasoline with an AKI/RON higher than needed isn’t going to accomplish anything one way or the other really, except for being more expensive, and some would say, less energy available.
How do they test the octane ratings of gasoline?
Octane rating in gasoline is tested by standard lab methods ASTM D2699 (Research Octane Number, RON) and ASTM D2700 (Motor Octane Number, MON) These consist basically of taking a sample of the gasoline to be tested to a special engine with variable head to regulate compression and testing for the point where knock happens. The difference between the two tests is basically the speed of rotation of the test engine. The number presented at the pump in the US is Anti Knock Index. AKI is the average of RON and MON. AKI=(RON+MON)/2.
How did the US high octane aviation fuel contribute in WW2?
This is a rather lengthy write-up on the development of gasoline/petrol and its octane number. Early aviation piston engines encountered a problem which they first attributed to overheating - the engine would develop good horsepower for a few minutes then performance would reduce as it got hot. Even the Wright Brothers encountered this as their first engine produced 12hp but as it continued to run and got hot the power reduced to about 9hp. The fuel they used was later identified to be about 38 octane, as we measure it today, so detonation/knocking was the most likely cause. Their second engine was slightly increased in capacity (Bore up from 4" to 4 1/8") and they reduced the compression ratio from 4.4 to 4.0 and this stopped the "overheating" problem, despite it then producing 21 hp and running at higher rpm than the first engine - up from 1340rpm to 1500rpm. So there is a strong possibility that their first engine was indeed suffering from detonation as it got hot. The noise from the open exhausts in early engines, plus the propellor noise, meant that they could not hear detonation when it occurred, and no one knew how to measure detonation if it was occurring. But some gasoline from different refineries performed better than others. (Edit: A little extra info. During WW1, the British ordered their fuel by specific gravity, with the lightest grade going to aircraft as it seemed to give the best performance. Cars and trucks got the next "grade" and when Harry Ricardo was asked to develop a new engine for the improved Mark4 tanks (tanks were originally developed by Squadron 21 of the Royal Navy so they could move larger guns up to the front and use the tanks to straddle and clear out German trenches - hence the side mounted guns) and they gave him samples of the fuel he had to use. It was more like Kerosine than gasoline/petrol, and the highest compression ratio it could use without knocking/detonation was 3.5:1. But that engine was a huge success because it would burn almost any available fuel, and was used in coastal patrol boats and on truck mounted generators for the Army. 8000 tanks and 6000 other boats/vehicles used it during WW1. Ricardo asked his contact in Shell to provide samples of ALL fuels used by the British and one in particular performed much better than the others in his home-built world first dedicated variable compression test engine. This particular fuel was a ring-in…not ordered by the Brits … and thousands of tons of it were burnt as waste in the oil fields of Indonesia. Years later it was estimated to have an octane rating of about 70, much better than anything else available at that time. ) This British combustion specialist Harry (later Sir Harry) Ricardo developed the world's first variable compression engine In 1918, with a "knock" sensor, to test different fuels, and he developed a concept called the Highest Useful Compression Ratio. He suggested that detonation was a form of uncontrolled combustion, occurred DURING the combustion event AFTER the spark. , where others thought it was ignition BEFORE the spark - pre-ignition. Thomas Midgely in the USA confirmed Ricardo's view in 1922 during his investigations into adding Tetra Ethyl Lead to gasoline to improve its anti-knock capacity. Midgley had a similar test engine, with a window in the head, so he could film the combustion process. In 1927 Graham Edgar, working for the Ethyl Company (makers of TEL) in the USA developed the Octane rating system we use today. He discovered that a pure compound called n-Heptane had a terrible tendency to knock/detonate but a particular isomer of octane called iso-octane had an outstanding anti-knock capacity (he also looked at Toluene, xylene and other compounds). Since the two chemicals iso-octane and n-Heptane had similar volatility and other physical properties, various mixtures of the two would not change the test results, so he assigned n-Heptane the number Zero, and iso-octane the number 100. Now any fuel could be compared to a mixture of those two compounds to determine its knock resistance. The test fuel did not have to contain either of those chemicals, it just needed the knock resistance of a given mixture of the two. So from about 1930 onwards most gasoline/petrol sold had a stated octane rating. For cars it was usually in the range of 70–80. By 1930 the usual standard for aviation gasoline was 87 octane (and containing TEL of course), measured using the harsher of the two tests used…the newly developed Motor Octane Number - MON - test. (In general, the easier test Research Octane Number - RON - was used for auto octane numbers). The MON test gives a lower number than the RON test for the SAME fuel. These days everywhere except the Americas uses the RON for auto octane numbers. The USA, Brazil and a few other countries there uses an average of RON and MON numbers and calls it the anti-knock index - AKI. So for example 87 AKI in the USA is equivalent to 91 RON in most other countries. Back to Aviation Gasoline… Most aviation gasoline for Britain during the 1930s came from the USA….Esso in Baton Rouge, Shell in Houston, and Esso in Aruba. When Rolls Royce developed the Merlin engine in the mid 1930s, it was proposed to produce around 1000 hp on the commonly available 87 octane aviation gasoline. But even as early as 1935 there were efforts to produce a 100 octane gasoline as they knew engines could produce more power with increased supercharging (which increased the effective compression of the engine). A man named Stanley Hooker joined Rolls Royce 1938. He was called a mathematician but his specialty was fluid dynamics (how gases and liquids flow) and his first job was redesigning the supercharger for the Merlin engine - changing the impellor blade design and the air inlet and ducting to smooth airflow into the supercharger. This resulted in an instant increase to over 1200 hp in the engine, and as 100–130 octane fuel became available in early 1940, the engine was then able to produce over 1300 hp. This became the Merlin 45, fitted to the Spitfire V, just in time for the Battle of Britain during that summer. The increased horsepower of the newer Merlins provided a much higher rate of climb and higher top speeds so the Spits, with their better performance (particularly at higher altitudes) and Radar to direct them so they had more fighting time, were better able to defend against the Germans who at that time were using only 87 octane gasoline. Germany did have limited supplies of 100–130 octane (some reports say only 95 octane) during the last years of WW2 but used mostly the lower octane fuel. (Stanley Hooker went on to develop the first Whittle Jet engines into the RR range of jet engines and eventually resurrected RR from their bankruptcy over the development of the RB211 turbo fan engine). Just for info, the British understood that a rich mixture did not detonate as much as a leaner mixture so all aviation fuels in the west were given a two-number rating. The lower number was the lean burn cruise octane rating and the higher number was the full rich max power octane rating. Detonation is a heat-related phenomena. Increasing the compression ratio, or adding supercharging, increases the amount of compression heat in the engine, and this heat, combined with the heat of combustion, can cause some components of gasoline/petrol to break down during the very short combustion process (2–3 thousandths of a second) and self ignite before the flame front completes its fast steady burn. The resulting shockwave can destroy an engine if allowed to continue. Higher octane gasoline/petrol is more stable under heat and pressure and will allow the flame front to complete its steady burn without self igniting. The development of higher octane fuels continued as Stanley Hooker worked on the next step in the development of the Merlin engine - a two stage, two speed supercharger with a water intercooler between the first and second stage (correction - after the two super chargers, before the inlet manifold). This cooling reduced the inlet temperature by at least 25 F (reducing any tendency to detonate after ignition) and with the use of the new 115–145 (Sometimes also called 115–150) octane gasoline (containing over 1.3 gm of TEL per litre), the 1942 Merlin 61 had over 1600 hp, and some special models up to 2000hp. The Germans did have some 95 or 100 octane gasoline (the US had sold them with the know-how to produce TEL prior to WW2), but supplies were very limited and they therefore designed many engines with higher capacities to try to get similar horsepower ratings on the lower octane gasoline - for example the excellent DB 601 engine in the Bf109 was 34 litres where the Merlin was only 27 litres, but produced much more power. The availability of large supplies of 115-145 octane gasoline gave the allies a huge advantage in aero engine performance which the Axis powers could not quite match, even though they developed water/methanol injection and Nitrous Oxide injection for short duration increased performance. The availability of 115–145 octane gasoline after WW2 also allowed for the rapid expansion of the airline business and production of aviation gasoline skyrocketed for several years, then started to diminish as jet engines became more prevalent. There was an increase during the blockade of Berlin by the USSR when Berlin was supplied with almost everything they needed by Air frieght, and again during the Korean War as there were still many piston engined aircraft used at that time (Mustangs and Skyraiders for example), but since then the use of aviation gasoline has diminished markedly. Eventually 115–145 octane was dropped, apart from small batches for Reno race planes and the like, and 100LL (100–130 octane LowLead) has become the highest octane readily available aviation gasoline. I was speaking with the pilot of one of only two flying Spitfires in Australia (at Temora NSW) just a few months ago. Their Mark V111 Spit has a 1600hp Packard built Merlin, and it runs just fine on 100LL. But they cannot "break the wire" on the throttle to use war emergency power - thus limiting the supercharger boost to prevent any detonation. There are continuing attempts to produce a suitable unleaded high octane aviation gasoline to replace 100LL, but its difficult. Many of the hydrocarbons with the highest natural octane numbers are often the most volatile compounds, and aviation gasoline needs to be a low volatility fuel so it does not form gas bubbles in fuel lines as the aircraft climbs up into the less dense atmosphere, so at the moment, low volatility 100 LL containing 0.56 gm/litre of TEL is still the best compromise. There is still roughly 100 tonnes of TEL made per year for "doping" aviation gasoline - it's made in only one place in the world - a factory in the UK.
How did Volkswagen change its turbo engines so they can run on regular gasoline, instead of premium?
Volkwagon/Audi Group it not rocket Sciene engine manfacture pulling the timing out of motors all the to reduced peak horsepower so the can run lower Octane Fuels SL they don’t Knock even though turbo engine Air fuel ratio is between 10 or 12 parts fuel to one part air you have to cool the Clyinder with cooler EGR you actually part burnt exhaustsbin thst mixture so if partly burned mixture already, they do it with normal Gasoline Engine so they car run them on less Octane or less AKI fuels, in Japan they all there high Revving MistbishibMevic, Hobda older screaming VTec engine 3sGE Beams abd there 4AGE And Rensis 13B Rx8 abd the S15 Salivas 200SX these motor other side of Japan all ran at all lower tune as the had to pull the timing out of the motor as there was no 100 AKI Ron fuel to use
What is an octane number and how do we measure it?
[A2A] Octane number: what is it? Octane rating or octane number is a measure of the resistance of gasoline and other fuels to detonation (engine knocking) in spark-ignition internal combustion engines. High-performance engines typically have higher compression ratios and are therefore more prone to detonation, so they require higher octane rating fuel so, higher octane rating means higher knocking resistance tendency. How do we measure it? The octane number of a fuel is measured in a test engine against a mixture of iso-octane and heptane. If a gasoline sample has the same antiknock quality as that of a mixture containing 90% isooctane and 10% heptane, then the octane number for that sample is defined as 90. Some hydrocarbons have higher anti-knocking capacity than iso-octane. Hence, octane number definition is extended to allow octane numbers higher than 100. Depending on the measurement techniques, there are following different types of octane numbers defined, Research Octane Number (RON);, is most commonly used octane number and it is determined by burning the fuel in a test engine under controlled conditions and variable compression ratios. Then the results are compared with mixtures of iso-octane and heptane. Motor Octane Number (MON);, testing uses a similar test engine to that used in RON testing, but with a preheated fuel mixture, higher engine speed (900 RPM instead of 600 RPM used for RON), and variable ignition timing to further stress the fuel's knock resistance., MON is a better measure, of how a fuel will actually behave when ,under a higher load than normal. Depending on the composition of the fuel, the MON of a modern gasoline will be about 8 to 10 points lower than the RON, however there is no direct link between RON and MON. Some times an average of RON and MON known as ,Anti Knock Index (AKI), is specified in some locations. This is also known as ,Road Octane Number (RdON), or ,Pump Octane Number (PON),. Hope it helps !!
Why are octane levels of US gas so much lower than the rest of the world (e.g. Asia where octane levels are ~97/98/99)?
The difference you're seeing is actually due to different measurement methods used between the US/Canada and other countries. US & Canada uses AKI ratings which is roughly 5 points lower than the equivalent RON rating used by other countries. 87/89/93 gasoline in the US are the same as 91/94/98 elsewhere. As a sidenote, only 98 RON is available in Hong Kong, when most cars on the road only require 95 RON or lower. As a result, groups like the Motor Industry Institute have called for lower octane gas made available there. References: - http://en.wikipedia.org/wiki/Octane_rating - http://www.stretcher.com/stories/01/010226m.cfm - http://www.hkimi.org.hk/technology_e.asp
Why is the highest octane gas level in the United States RON 92 when other countries have up to RON 98?
You almost never see fuel in the US sold with an RON rating. Usually in the US it’s sold with an AKI rating (the average of RON and MON, often labeled on the pumps as “(R+M)/2”). For typical gasolines, MON is 8–12 points lower than RON for the same fuel, thus leaving the US AKI rating 4–6 points lower than you’d see on the exact same fuel when sold by RON. When you fill up at a pump in Europe with 98 octane fuel (RON), that’s going to be the equivalent of 92–94 octane (AKI) fuel in the US. In other words, there’s not really any difference, the octane numbers are just being measured differently.
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