Going for 400 hp on SGT - Naturally Aspirated

[ilmor]

Andy, sounds great! Looks like you're finally acheiving your goals.

 

As for "should have felt after it rolled off the line from SAI", I guess SAI would have had to have either sold it with only a 93 Tune, or provided an ability to switch. Woulda just been more expensive!

 

Personally, I'm glad I don't have to pay for 93 octane; in fact, it'd be much better if I could use 87 octane in the SGT such as I do with my 5.0 (having 408 hp on 87 is nice).

 

Hell - regular 87 is $4.05 / gallon where I live!!!

[AndyGJ]

Ilmor,

 

I forget that the 91 versus 93 octane is an issue for many folks. I guess we are spoiled here in GA to have the 93 octane available.

I filled up the Expedition last night and 93 premium in our area was $4.07. I agree...408HP on 87 octane is a sweet thing!! Just wish I could get 408 HP in my SGT...soon, I hope!!

 

Andy.

[ilmor]

Ilmor,

 

I forget that the 91 versus 93 octane is an issue for many folks. I guess we are spoiled here in GA to have the 93 octane available.

I filled up the Expedition last night and 93 premium in our area was $4.07. I agree...408HP on 87 octane is a sweet thing!! Just wish I could get 408 HP in my SGT...soon, I hope!!

 

Andy.

 

 

Just to clarify...we do have 93 octane where I live - but the cost/gal. is ridiculous...I think near $4.50 in my area.

 

 

[07SGT]

Andy, if your SGT was running very rich I would definitely change the oil right away. You may have raw gas that entered the crank case diluting the oil.

[AndyGJ]

07SGT - Thanks for the tip...I didn't realize that could be an issue.

 

I did change the oil about 50 miles worth of use BEFORE I had the tuning changes done...do you think that would still be a potential problem? Is there any way to easily check the oil without completely draining the system?

 

I just put Royal Purple in for the first time, and I'd hate to flush all that if its not necessary...

 

Thanks,

Andy.

[ilmor]

Never heard of this issue before...gas in oil if running rich, however in that event it would seem the the amount of fuel would be minimal and would evaporate rather quickly??

[07SGT]

The gas will dilute the oil if the mixture was set to extremely rich. I/we do not know just how rich Andy's SGT was set due to that canned tune. If it was extremely rich I would change the oil. Yes it is expensive to change Royal Purple but cheaper than engine wear and engine failure. If I remember correctly you suffered an extreme loss of mileage (MPG) which brought this issue to your attention. Is that correct?

[AndyGJ]

Yes...Strong exhaust fumes and mileage indicator dropped by about 20% on MPG readings.

 

Personally, I don't think it was the Steeda canned tune, but more the lack of any fine tuning when the UDP and JBA shorty headers were added by the other shop. I asked Larry Day (LD's Performance) when he did the tune if he noticed anything different or unusual in the tune set up that would cause the MPG issues, but he said that when he builds the tunes from the ground up, he does not jump off their parameters. He writes from scratch the settings in the tuner for each tune without looking to what settings were previously used by the canned set up.

 

I may call Larry Day and go over this with him to see if he thinks that it was running rich enough for me to be concerned about changing the oil at this point. If he can't tell enough either way to say for sure, well....then the oil will get changed just to be safe!

 

I'll post up what Larry's comments may be on this one since he saw the car and also changed the V.V.T. sensor gasket/gromet on the driver's side valve cover on the same day.

 

Andy.

[07SGT]

Andy, just curious, would you change the oil right away if you only had the Motorcraft synthetic blend in the crank case? So is the price of the oil the only reason not to change?

[07SGT]

Andy, below are reasons to change the oil immediately:

 

http://en.wikipedia....nkcase_dilution

 

 

http://www.lubeng.com.au/assets/files/technitips/068_Motor%20Oil%20Degradation.pdf

 

 

 

and:

 

 

EFFECT OF FUEL ADULTERATION ON ENGINE CRANKCASE DILUTION

Md. Ehsan1,*, Md. Mahmudur Rahman2 and Md. Hasan Saadi3

1Department of Mechanical Engineering,

Bangladesh University of Engineering and Technology (BUET), Dhaka-1000

2Department of Textile Engineering, South East University, Dhaka, 3Graduate Engineer, Dhaka

*Corresponding email: ehsan@me.buet.ac.bd

Abstract: Excessive crankcase dilution of lubricating oil in petrol driven vehicles across Dhaka city have been

reported recently. A field survey revealed that, gradual increase in the volume of lubricating oil was

experienced irrespective of vehicle model, vehicle age and brand of lubricating oil used. The problem was found

to originate from adulteration of fuel, probably with the intention of gaining undue financial benefits, stimulated

by the high fuel price. Samples were collected from fuel stations across Dhaka and compared with base fuels

collected from Eastern Refinery. Investigation of fuel properties like – density, distillation curve and visual

colour indicated that, condensates from gas fields in around 15% by volume is being mixed with petrol for

adulteration. Heavier components of the condensate is causing high rate of crankcase dilution of the lubricating

oil in engines. Such dilution is reducing viscosity of the lubricating oil significantly, which may lead to high rate

of engine wear and poor performance.

Key Words: Crankcase Dilution, Fuel Adulteration, Distillation Curve, Fuel Density, Fuel Viscosity.

INTRODUCTION

Crankcase dilution is a phenomenon experienced

in engines where accumulation of unburned gasoline

in the crankcase takes place. An excessively rich fuel

mixture or poor combustion allows a certain amount

of gasoline to pass down between the pistons and

cylinder walls and dilute the engine oil [1]. Some of

the combustion gases may pass across the piston ring

reaching the crankcase, termed as “Blow-by”. When

a mixture of air and fuel enters the cylinder of an

engine, it is possible for condensation of fuel to

occur on the cooler parts of the cylinders. The

condensate may wash the lubricating oil from the

cylinder walls, travel past the piston rings and collect

in the oil pan, thus diluting the lubricating oil,

increasing volume and decreasing its viscosity. As a

result this can lead to increased wear of engine

components. Since the less volatile components of

the fuel will have the greatest tendency to condense

the degree of crankcase-oil dilution is directly related

to the end volatility temperatures of the mixture.

Crankcase dilution to a limited extent is allowed for

an engine long in service. Typically this is less than

5% of the lubricating oil volume for an internal

combustion engine before oil replacement is needed

[2,3]. On the other hand, some consumption of

lubricating oil is common during engine blow-by, but

its amount is very small as long as the engine

components like piston rings or valve guides do not

wear out. The rate of oil consumption depends upon

the quality and viscosity of the oil in the crankcase,

the engine speed, the temperature and the amount of

dilution and oxidization in the crankcase. Typically,

lubricating oil consumption of about 1 liter per

thousand kilometer vehicle run, requires a piston ring

replacements in automotive engines [2].

In the recent years an unusual phenomenon have

been widely experienced regarding the lubricating oil

in spark ignition automotive engines, used in

vehicles around Dhaka city, the capital of

Bangladesh. After use for some period, an unusually

large increase of volume of the lubricating oil have

been experienced. The crankcase oil becomes diluted

due to the mixing of less viscous gasoline

components, its volume increases and viscosity

decreases. This would increase component wear and

hamper engine performance. The objective of this

technical investigation was to – assess the extent of

the problem, quantify the level of volume increase

and to identify the cause of the phenomenon.

EXTENET OF THE PROBLEM

First in order to verify the claim and to assess

the extent of the problem a field survey was carried

out around different parts of Dhaka city. A

specifically designed questioner was used for

collecting information regarding the problem. The

survey questioner included a number of queries

regarding - the extent of the problem experienced,

type and age of the vehicle engine, type of fuel used,

type of fuel system and type of lubricating oil used.

Altogether 73 sets of information was collected from

the major stakeholders – which included 41 vehicle

drivers, 18 auto repair mechanics, 5 lubricating oil

vendors and 9 car diagnostic centers.

A number of findings were revealed from the

analysis of information collected from the field

survey:

�� More than 80% of the drivers and almost all the

mechanics had experience of the problem and

Effect of Fuel Adulteration on Engine Crankcase Dilution

Journal of Mechanical Engineering, Vol. ME 41, No. 2, December 2010

Transaction of the Mech. Eng. Div., The Institution of Engineers, Bangladesh

115

most of them have noticed this in the last couple

of years.

�� The problem was almost entirely present in

petrol driven vehicles only and rarely noticed by

drivers using diesel fuel and CNG fuel only.

�� The problem was present across a range of

engine models produced by a number of

different auto manufacturers.

�� The problem was experienced both in new and

used vehicles.

�� Among the petrol driven engines it was present

in both types – using carburetor and using

electronic fuel injection systems.

�� The problem was present in vehicles using a

number of different brands of lubricating oils,

which are commonly used in Bangladesh.

At the time of the survey the price of fuels per

liter was – Octane TK. 67, Petrol TK. 65, Diesel TK.

40 (1 US$ = 70TK., Taka, Bangladesh currency).

Presently these are - Octane TK. 77, Petrol TK. 74

and Diesel TK. 44. In order to make a quantitative

assessment two petrol driven vehicles were

monitored in the transport pool of the university

(BUET). The lubricating oil capacities of their 1500

cc. engines were around 3.5 liters. After driving

about 1400 km the lubricating oil volume increased

by about half a liter in both of the vehicles, which is

about 15% increase in volume. The viscosity of the

lubricating oil (SAE 20W50) measured at room

temperature (30°C) using a Saybolt’s Universal

Viscosimeter, was found to reduced significantly.

The contaminated lubricating oil collected from the

vehicles monitored showed a drop of viscosity from

about 170 cSt (centistokes) at fresh condition, to less

than 90 cSt, after 1400 km of vehicle run.

PROBABLE REASONS OF EXCESSIVE

CRANKCASE DILUTION

Crankcase dilution to a limited extend, is

typically experienced in any internal combustion

engine. Low volatility components present in the

fuel often are slow to vaporize after injection/intake

into the cylinder. Some of these low volatility

compounds and water formed during combustion can

be condensed or deposited on the relatively cooler

parts of the combustion chamber and cylinder wall.

They can be absorbed or mixed with lubricating oil

film and swept down into the crankcase by the

normal scraping action of the piston's oil control

rings. Some may be transferred to the crankcase

with blow-by gases as shown in figure-1. The key

feature of crankcase dilution is whether the amount is

significant enough to cause any deterioration in the

lubricant's performance. With most of the standard

lubricating oils normal crankcase dilution creates

only very small change in lubricant volume within

their recommended replacement period [1,2].

Figure 1. Crankcase dilution inside the engine

Figure 2. Location of fuel collections across Dhaka

The lubricating oil, the fuel and the engine

hardware are the three components that may play a

vital role in such increase in crankcase dilution.

During the survey it was revealed that fuel

dispensers, lubricating oil vendors and vehicle

dealers each claimed to be confident regarding their

products and pointed to others for the situation.

There could be three main reasons for the unusual

increase of volume of lubricating oil used in a petrol

engine :

�� The lubricating oil may be going through some

undesired progressive chemical changes causing

increase of its volume.

�� Fuel may have been leaking or mixing in the

lubrication system due to some mechanical

malfunction or fault in the engine system.

Effect of Fuel Adulteration on Engine Crankcase Dilution

Journal of Mechanical Engineering, Vol. ME 41, No. 2, December 2010

Transaction of the Mech. Eng. Div., The Institution of Engineers, Bangladesh

116

�� The proportion of low volatile components of

the fuel may have been increased by

contamination or adulteration causing excessive

crankcase dilution.

The survey revealed that the problem of large

increase of lubricating oil volume had been

experienced in engines using different brands of

lubricating oils. So it is very unlikely that lubricating

oils of a number of different brands would

experience similar chemical changes, eliminating the

first reason. The survey also revealed that the

problem was experienced in engine models made by

different manufacturers and it existed both in new

and used engines. It was experienced by engines

having a carburetor as well as those with electronic

fuel injection. Since engines of different age, model

and fuel technology all are experiencing the problem,

it is very unlikely that it is sourced from the engine

hardware, eliminating the second reason. Moreover

the problem was not reported by drivers using diesel

or only compressed natural gas (CNG) as fuel. Since

all engines experiencing the problem are using the

petrol or octane fuel available in Dhaka city, the third

reason seems to be most likely to be responsible for

large increase in volume of the lubricating oil used.

Hence the focus of the investigation was

concentrated on possible fuel adulterations. Although

less common in the developed world, the effect of

fuel adulteration on engine performance have been

studied experimentally [4,5] and statistically [6]

resulting poor engine exhaust emission [7,8] in a

number of places.

PHYSICAL QUALITY OF FUEL AVAILABLE

IN DHAKA

Some properties of petrol and octane fuel

available in Dhaka were investigated to assess the

degree of contamination or adulteration of fuel, if

any. The physical appearance and colour of the fuel

was visually observed, the density was measured and

distillation characteristic of the fuel samples were

studied.

Fuel samples were collected from 14 different

fuel stations within a span of several days. Figure 2

shows the distribution of these petrol stations across

Dhaka city. Samples of Petrol (Octane Number,

ON=88) and Octane (ON=95) fuels were also

collected directly from Eastern Refinery Limited

(ER) Chittagong, the only oil refinery of Bangladesh

and this was considered as the base fuel (reference)

for comparing the properties of fuel collected from

the petrol pumps of Dhaka city. In addition fuel

depots at Naryangang were visited and the marketprice

of several potential contaminants was studied.

The prices per liter during the survey were reported

to be – Petrol TK.65, Octane TK.67, Kerosene

TK.45, Diesel TK.40, Condensate from gas-fields

TK.26, Thinner (spirit) used in painting TK. 80.

Physical Appearance of Fuel Samples

Figure 3(a). Colour comparison of petrol samples,

arrow sizes indicate colour darkness.

Figure 3( B). Colour comparison of octane samples,

arrow sizes indicate colour darkness.

The variation in physical appearance (colour)

was readily visible among samples collected from

different petrol pumps. Apparently this is more

prominent in petrol sample compared to octane

samples collected. Figure 3(a) and 3( B) exhibits the

colour differences, indicating fuel adulteration. The

arrow sizes beneath indicates colour darkness of

samples. In Bangladesh the government regulation

requires a colouring scheme for fuels - petrol is made

yellow, octane is orange, diesel is orange-brown and

kerosene is blue.

Density of Fuel Samples

The densities of all fuel samples were measured

at 20°C. The values were compared to the density of

sample of base fuels collected from Eastern Refinery

(ER). The density of ER petrol was measured to be

about 722 kg/m3 (g/cc) and 744 kg/m3 for ER

Octane. The petrol samples collected from Dhaka

Effect of Fuel Adulteration on Engine Crankcase Dilution

Journal of Mechanical Engineering, Vol. ME 41, No. 2, December 2010

Transaction of the Mech. Eng. Div., The Institution of Engineers, Bangladesh

117

ranged from 726.2 to 747.1 kg/m3. However the

Octane samples ranged from 741.4 to 756.5 kg/m3.

The sample identification numbers as show in figure

4 are indicative only. Densities of few other fuels

were also measured. Figure 5 shows the comparative

densities of different fuels. The consistent higher

densities of petrol indicated addition of heavier

compounds with the fuel.

690

700

710

720

730

740

750

760

770

1 2 3 4 5 6 ER

Petrol Samples Collected

Density kg/m3

Figure 4(a). Comparison of densities of

Petrol samples.

690

700

710

720

730

740

750

760

770

1 2 3 4 5 6 7 ER

Octane Samples Collected

Density kg/m3

Figure 4( B). Comparison of densities of

Octane samples

660

680

700

720

740

760

780

800

820

840

860

Diesel Petrol (ER) Octane (ER) Condensate

(Titas)

Kerosene

Density, kg/m3

Figure 5. Comparison of densities measured of

different types of colour coded fuels.

Distillation Curve of Fuel Samples

Distillation is the process of heating a liquid

until it boils, capturing and cooling the resultant hot

vapors, and collecting the condensed vapors.

Distillation is a powerful tool, boiling point of a

compound can be determined by distillation as it is a

well-defined criteria. Thus it is one of the important

physical properties of a compound by which it can be

identified. Petrol is a complex mixture of large

number of components which boil over a range of

temperatures as shown in table-1[9]. The distillation

properties of petrol are determined using a standard

laboratory test like ASTM-D86. The results can then

be plotted to produce a distillation curve as in the

typical example shown in figure 6. The results can

also be expressed as the percentage of the fuel

volume evaporated at a specific temperature. The key

characteristics of distillation properties of petrol are

described by the percentage of fuel volume

evaporated at 70, 100, 150ºC, and its final boiling

point (FBP).

Figure 6. Typical distillation curve for gasoline.

Figure 7. Distillation-Unit used, DU-4 Professional

Table-1: Boiling range of some typical refinery

products.

A manually operated D86-78 Distillation Unit (DU-

4), with condenser tube to the right (figure -7)

composed of an electric heating assembly (with a

maximum test temperature up to 400°C) and a

cooling bath. The DU-4 consists of a stainless steel

cabinet with an inspection window, flask support

(adjustable in height) equipped with ceramic heating

Product °C °F

Motor Gasoline 30 – 200 80 – 400

Kerosene 140 - 260 280 – 500

Diesel Fuel (#2) 180 - 340 350 – 650

Lube Oils 340 - 540 650 - 1000

Effect of Fuel Adulteration on Engine Crankcase Dilution

Journal of Mechanical Engineering, Vol. ME 41, No. 2, December 2010

Transaction of the Mech. Eng. Div., The Institution of Engineers, Bangladesh

118

plate carrying 4 encased and gold plated heater rods.

Lower part of the heating assembly had an electronic

heater module using which heating energy could be

adjusted up to 800 watts. The DU-4 is ideal for the

examination of motor gasoline, aviation gasoline,

aviation turbine fuel, special boiling point spirits,

naphtha, white spirit, kerosene, gas oil, distillate fuel

oil and similar petroleum products.

0

50

100

150

200

250

300

0 20 40 60 80 100

% Volume of Vapor

Temperature, °C

Sample - 1

Sample - 2

Sample - 3

Sample - 4

Sample - 5

Estern Refinery

Figure 8(a). Distillation curve of Petrol samples.

0

50

100

150

200

250

300

0 20 40 60 80 100

% Volume of Vapor

Temperature, °C

Sample - 1

Sample - 2

Sample - 3

Sample - 4

Estern Refinery

Figure 8( B). Distillation curve of Octane samples.

Figure 8(a) shows the comparison of distillation

curves of several petrol samples collected with

respect to the base fuel (ER). In all of the samples

the distillation curves were recorded to be at higher

temperatures (increase of 25-35°C) compared to the

base fuel, clearly indicating the presence of

components of lower volatility. As shown in figure

8( B) the rise is also present in some of the octane

samples but as a whole the trend could not be

generalized. This indicates greater degree of

adulteration of petrol probably is happening

compared to octane, this may be related to the fact

that far more commercial vehicles are run on petrol.

The high price of gasoline may have triggered

the increase in fuel adulteration. Analysis of the

market price of a number of available compounds

indicated the high possibility of condensate from gas

fields, which are available at a much lower cost may

have been used in fuel adulteration. Figure 9(a)

shows the distillation curve of base petrol and base

octane and the relative position of measured curves

of – Natural Gas Condensate (Titas), Kerosene and

Diesel. Artificial mixtures of gas-field condensate

with base fuel were made at various proportions (5-

20% v/v) and their densities and distillation

characteristics were investigated. Figure 9( B) shows

the comparison of the distillation curves of base

petrol, base octane (ER), Titas condensate and an

artificial mixture of 15% condensate with base

petrol. As shown in figure 9( B) the distillation curve

of the mixture lies very close to the average trend of

distillation curves measured from collected petrol

samples from different places of Dhaka city. The

density of condensate was 819 kg/m3 and the 15%

mixture was 736 kg/m3, very similar to the average

(736.7 kg/m3) of the density range of petrol samples

collected.

0

50

100

150

200

250

300

350

400

0 20 40 60 80 100

% Volume of Vapor

Temperature, °C

DIESEL CONDENSATE

PETROL (ER) OCTANE (ER)

KEROSINE

Figure 9(a). Distillation curve of different

fuels samples.

0

50

100

150

200

250

300

0 20 40 60 80 100

% Volume of Vapor

Temperature, °C

CONDENSATE

PETROL (ER)

OCTANE (ER)

15% CONDENSATE

Figure 9( B). Distillation curve of 15% Condensate

by volume with Petrol.

DISCUSSION OF RESULTS

Study of visual colour strongly indicated

possible adulteration of petrol fuel samples. The

density measurements in most cases were higher than

the base fuels for petrol, but densities varied through

a range for octane. This indicated the presence of

components of higher densities being mixed and the

fact that the degree of adulteration probably differs

from pump station to pump stations in Dhaka. The

presence of heavier hydrocarbons in the fuel shifted

Effect of Fuel Adulteration on Engine Crankcase Dilution

Journal of Mechanical Engineering, Vol. ME 41, No. 2, December 2010

Transaction of the Mech. Eng. Div., The Institution of Engineers, Bangladesh

119

the distillation characteristics, especially the tail-end

volatility of the fuel towards higher temperature.

The rise of the distillation curves are very

conclusive of mixing of fluids of lower volatility in

case of petrol samples. Addition of less volatile

liquids shifts the distillation curve higher in

temperature scale, causing some of these components

to remain liquid inside the combustion chamber

during combustion, which gradually dilutes the

lubricating oil, causing this high rate of crankcase

dilution. In case of octane samples there is

indication of adulteration in some samples, but not

sufficient to draw any conclusion regarding a

generalized trend. It could be mentioned here that

most of commercial vehicles are run on petrol, rather

than Octane. It is very difficult to positively identify

which fluid or fluids have been used for adulteration

of petrol. Hence the possibility of using a number of

prospective liquids for fuel adulteration was

anaylsed.

Visually petrol is available coloured in yellow,

diesel is orange-brown, kerosene is blue. So mixing

one in other would cause a definite trend of color

change. Diesel is close in colour but it has much

higher distillation temperatures compared to petrol.

Adulteration using Diesel would generally result in a

higher effect in distillation curve than that

experienced from the samples. Mixing diesel in small

proportion would not give the lucrative economic

benefit. Kerosene is also relatively costly and it

would require additional de-colouration to achieve

visual similarity. Thinner (spirit) is much more

expensive and not easily available in large bulks.

However since condensate is not recognized as an

end-user fuel, is not artificially colour coded and is

almost colourless. This makes it easer to mix with

petrol or octane. The absence of coding colour,

relatively lower cost and bulk availability makes it

the strongest candidate for petrol adulteration.

Looking at the potential fluids - that can be

mixed with petrol, the level of rise in the distillation

curve experienced and very importantly their relative

cost, condensates collected from gas fields or

pipelines some how available in the market seems to

be a very likely candidate. To verify such a

possibility a range of artificial mixtures (5-20% of

condensate by volume) of natural gas field

condensates and base petrol were tested. Out of these

the distillation curve of the mixture containing 15%

condensate by volume with base petrol showed close

similarity with the mean characteristics of distillation

curves of collected samples.

The density of the mixture of 15% condensate

by volume with base petrol was found to be 736

kg/m3, very similar to the collected average density

(736.7 kg/m3) of petrol samples. As shown in figure

8(a) and 9( B) the distillation curve of the mixture lies

in a region centrally to distillation curves measured

from collected petrol samples from different places

of Dhaka city. The similar density, distillation

characteristics and financial factor very strongly

indicates to adulteration of petrol using gas-field

distillates, which have been supported by some

information gathered during the field-survey.

However detailed chemical or Photo-thermal analysis

[5] of the fuel samples and contaminated lubricant

could be more confirmatory but those were beyond

the scope of this investigation.

The physical properties of the mixture indicated

very high possibility of condensates being mixed in

the order of 15-20% by volume for petrol fuel

adulteration. This could be giving some financial

benefit (in the order of Taka 6 per liter of petrol) to

certain quarters, but as a result causing excessive

crankcase dilution and deterioration of lubrication

performance and hence compromising the engine

life. The contaminated lubricating oil collected from

the vehicles monitored in BUET measured at room

temperature showed a drop of viscosity from about

170 cSt at fresh condition, to less than 90 cSt, over

1400 km of vehicle run, which is really concerning if

it remains unattended by vehicle driver.

CONCLUSIONS

The problem of excessive crankcase dilution is

widely present in the petrol driven vehicles across

Dhaka city, irrespective of - vehicle make, model or

age and brand of lubricating oil used. This was

reflected in a field survey. The source of the problem

lies in adulteration of fuel used, associated with the

intention of acquiring undue financial benefits,

stimulated by the high fuel price. Among the possible

liquids mixed with petrol, condensates collected from

natural gas-fields and transmission pipelines is the

most likely candidate. Fuel samples were collected

across Dhaka City and compared with base fuels

collected from Eastern refinery. Investigation of

some fuel properties like – visual colour, density and

distillation curves indicated that, condensates around

15% by volume are being mixed with petrol for

adulteration. Heavier components of the condensate

is causing high rate of crankcase dilution of the

lubricating oil in engines run on petrol. Such dilution

is increasing volume and reducing viscosity of the

lubricating oil significantly, which may lead to high

rate of engine wear and poor performance.

ACKNOWLEDGEMENT

The authors would like to acknowledge the

support of the faculty and laboratory staff of

Department of Petroleum and Mineral Resources

Engineering (PMRE) of BUET, for allowing the use

of distillation apparatus in their laboratory and

supplying some gas-field condensate samples. The

authors would like to acknowledge the support of the

authority of Eastern Refinery Limited, Chittagong,

for supplying samples which were used as base fuels

for the analysis.

Effect of Fuel Adulteration on Engine Crankcase Dilution

Journal of Mechanical Engineering, Vol. ME 41, No. 2, December 2010

Transaction of the Mech. Eng. Div., The Institution of Engineers, Bangladesh

120

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[7] Ale. B. B., 2003, “Fuel Adulteration and

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United Nations University, Institute of Advanced

Studies, Manila, December 2003.

[9] Heywood, J. B., “Internal Combustion Engine

Fundamentals”, McGraw-Hill International

Publishers, ISBN 0-07-100499-8, 1988.

 

 

 

 

 

 

 

 

Fuel Dilution- Ambient temperatures, air-fuel ratios, fuel volatility and mechanical conditions of the engine are factures that directly influence the amount of crankcase oil dilution. Low temperature operation and worn cylinder bores and rings will also produce a high amount of dilution.

Five or six percent fuel dilution in a gasoline engine’s crankcase oil, is the maximum that should be allowed. This will reduce the SAE grade of the crankcase oil by one number. With improper engine operation, it is possible to dilute the crankcase oil sufficiently so that there may be metal-to-metal contact in the bearings. Excessive dilution in the crankcase should never be disregarded, as it means that something is wrong, either with the engine or with the manner in which it is being operated.

[07SGT]

Good luck whatever you decide to do.

[AndyGJ]

If it was Motorcraft oil versus Royal Purple, I'd still change either one if it appears that running too rich could have caused an oil issue...I guess my point was that I just paid to have the oil changed with a quality oil and I hate to waste the money if the risk was relatively minor.

 

Also, I had never heard of this issue, so I was in unfamiliar territory and was asking mainly for more details and suggestions to help me evaluate how much potential I have of greater contamination than normal. In the end, an ounce of prevention is worth a pound of cure, so once I get back from our short trip, I'll just get the oil changed simply for peace of mind.

 

Thanks for all the info and the lesson.

 

Andy.

[07SGT]

Don't think of it as being taught a lesson. Just think of it as a lot of us on this site have a lot of experience and we are willing to share so as to help others. When in doubt change. I am sure there are others, including yourself, that are willing to help when you can. That is what it is all about.

 

 

 

I noticed you are very willing to help by apprising others what you have learned about the results of your mods including the UD pulleys, the Steeda tune, and others. Personally I look forward to seeing the dyno test in the near future. Keep up the good work.

 

Thank you!

[andrewnagle1964]

Well, I finally have an appointment with Pro-Dyno in Fort Mill SC for 10 days from now (Wednesday the 27th)

 

I will post the dyno graph once I get home, I am sure it will be an all day adventure 8 am appointment with over a 2 drive in front of me.

 

Going to have 2 tunes a N2O and non N2O, finally bought a SCT tuner so I can swap them at will. Been driving around on a N20 tune for 18 months.

 

Current performance mods

 

FRPP Stuff

M-6009-A463 Aluminator Forged Internals 9.8:1 compression ratio

M-9424-463V Intake Manifold

M-6050-463P CNC Heads

M-6550-3V Hot Rod High Lift Cams

M-9926-3V Throttle Body

M-4209-G410 4.10 Gears

M-12405-3V12 0 degree Spark plugs

 

American Racing Long Tube Headers 1 3/4” Hi-Flow cats and X pipe

Bosch 39lb Fuel Injectors

Kenne Bell Boost-a-Pump 40 Amp

PA Performance 6G Alternator 130 AMP Powder Coated White

Triangle Speed Shop Billet Gear Oil Pump

Steeda Carbon Fiber Intake Elbow

Fore Precision High Flow Fuel Rails Black Billet Aluminum

[EL SHELBY]

Ooooo! Goody-goody!

 

I'll guess 370-375hp. Assuming ~12% loss that's ~425-430 at the crank.

[svttim]

Hey guys, I run a 4.6 based engine in my race car, Its NA by rule. The original motor had long tubes, Stage 3 heads, HR cams and FR intake. It made right around 360 at the wheels. I have since went to a 4.6 based 5 liter and she hust got off the dyno this week. It pulled 403 at the wheels. These engines can go a long ways NA. By the way, either engine was very tame at idle. The first engine was sold to a guy who put it in he GT. He could not have been happier.

 

One thing I have to say. A tuner that can adjust while tuning is a much better choice in IMHO. And that is just my opinion. BTW, both engines would run on 91

[AndyGJ]

Hey guys, I run a 4.6 based engine in my race car, Its NA by rule. The original motor had long tubes, Stage 3 heads, HR cams and FR intake. It made right around 360 at the wheels. I have since went to a 4.6 based 5 liter and she hust got off the dyno this week. It pulled 403 at the wheels. These engines can go a long ways NA. By the way, either engine was very tame at idle. The first engine was sold to a guy who put it in he GT. He could not have been happier.

 

One thing I have to say. A tuner that can adjust while tuning is a much better choice in IMHO. And that is just my opinion. BTW, both engines would run on 91

 

 

svttim,

 

One set-up that I was considering (and would like to get input on) would be to add the FRPP Stage 1 Heads and the FRPP Intake. This may sound crazy (so don't throw me under the bus here), but I was going to leave off the FRPP Hot Rod Cams for now. If that gets me to 400+ HP on a N/A motor and a tame sounding machine, then I would be happy. Of course, I'm still going to add the 3.73 gears as well.

 

I know the HR Cams would really add a lot to it, but I'm just worried about the roughness it would bring to the idle with the Steeda motor mounts.

 

Any thoughts??

 

Andy.

[JT93]

svttim,

 

One set-up that I was considering (and would like to get input on) would be to add the FRPP Stage 1 Heads and the FRPP Intake. This may sound crazy (so don't throw me under the bus here), but I was going to leave off the FRPP Hot Rod Cams for now. If that gets me to 400+ HP on a N/A motor and a tame sounding machine, then I would be happy. Of course, I'm still going to add the 3.73 gears as well.

 

I know the HR Cams would really add a lot to it, but I'm just worried about the roughness it would bring to the idle with the Steeda motor mounts.

 

Any thoughts??

 

Andy.

 

 

I don't think it would be too bad. I thought my car rumbled a lot when I put the cam in, but now I don't even notice it. I'm sure at first it would seem rough and make you unhappy, but a good tune and some time with it would take care of the problem.

[07SGT]

El Shelby, I had my calculator out and I think you are right on.

[EL SHELBY]

I'm very interested in doing the same with my SGT. Just don't have the cash for all of it at once. My plan is to build the foundation before building power.

 

1. 4:10 Gears, Lwr & Upr Controls, relocation brackets.

2. 110mm Intake, Long/mid length headers (American Racing or Kooks)

3. 62mm Throttlebody (Ford Racing or L&M)

4. Cams (Hotrod or Detroit Rocker)

5. Ford Racing Manifold

6. One piece driveshaft.

 

Going with gears and headers 1st should mitigate the torque loss from the cams and manifold later.

 

This is all assuming I don't change my mind and send my SGT to Vegas for an SC.

 

The SGT will be paid off in ~12 months so things should get exciting shortly after.

[svttim]

svttim,

 

One set-up that I was considering (and would like to get input on) would be to add the FRPP Stage 1 Heads and the FRPP Intake. This may sound crazy (so don't throw me under the bus here), but I was going to leave off the FRPP Hot Rod Cams for now. If that gets me to 400+ HP on a N/A motor and a tame sounding machine, then I would be happy. Of course, I'm still going to add the 3.73 gears as well.

 

I know the HR Cams would really add a lot to it, but I'm just worried about the roughness it would bring to the idle with the Steeda motor mounts.

 

Any thoughts??

 

Andy.

 

 

I did not find the cams objectionable at all. but, you can add them later. Youll just have to pay for them later if you decide to go with it. Keep in mind, the engine is a system from the CAI to the exhaust tip. More air in on one end needs to be moved through the system on the other end. A restriction in the system will limit the entire system and once that restriction is removed, there is usually another restriction thats surfaces until you get to the point where you remove them all and start loosing torque. Without a dyno session, I am not sure how you verify the direction you have taken is really helping. Certainly Ford Racing can help you with some ideas or you can turn to someone like Rehagen Racing who has experience with the motors in several forms but, you still need to dyno the car. Data is king.

 

Let me through another wrench in the system, those that say tourqe is king on the street are correct but, that being said, torque is not the strong point of these engines. Gearing is the cure for a lot of its woes but not a cure all. My race car will run with cars with 200 more HP. Of course handling is the main reason but the other reason is the transmission. I run a Boss 302R Tremec. It keeps the engine in the power curve much better than what a 5 or another 6 speed transmission can. Not that I would suggest that particular transmission, you would be shifting a lot but, I think this is one area people forget to look at. Making power and keeping the car in the power band are separate issues.

[andrewnagle1964]

With the below mods (no N20)

 

356 rwhp

331 torque

 

Dan @ Pro-Dyno is the man! (Thanks to Craig G aka SGT/SC2873 for the recommendation)

 

Will post Dyno sheet once I get home

 

Not sure where we are headed with the nitrous but will keep everyone posted.

 

Andrew

 

Well, I finally have an appointment with Pro-Dyno in Fort Mill SC for 10 days from now (Wednesday the 27th)

 

I will post the dyno graph once I get home, I am sure it will be an all day adventure 8 am appointment with over a 2 drive in front of me.

 

Going to have 2 tunes a N2O and non N2O, finally bought a SCT tuner so I can swap them at will. Been driving around on a N20 tune for 18 months.

 

Current performance mods

 

FRPP Stuff

M-6009-A463 Aluminator Forged Internals 9.8:1 compression ratio

M-9424-463V Intake Manifold

M-6050-463P CNC Headsy

M-6550-3V Hot Rod High Lift Cams

M-9926-3V Throttle Body

M-4209-G410 4.10 Gears

M-12405-3V12 0 degree Spark plugs

 

American Racing Long Tube Headers 1 3/4” Hi-Flow cats and X pipe

Bosch 39lb Fuel Injectors

Kenne Bell Boost-a-Pump 40 Amp

PA Performance 6G Alternator 130 AMP Powder Coated White

Triangle Speed Shop Billet Gear Oil Pump

Steeda Carbon Fiber Intake Elbow

Fore Precision High Flow Fuel Rails Black Billet Aluminum

 

[EL SHELBY]

Not as high as I was guessing but still very nice numbers. Again, assuming 12% loss thats just a hair over 400hp on the motor. I'm curious how much the heads contributed to the number.

 

How many miles do you have on the new motor?

[andrewnagle1964]

Not as high as I was guessing but still very nice numbers. Again, assuming 12% loss thats just a hair over 400hp on the motor. I'm curious how much the heads contributed to the number.

 

How many miles do you have on the new motor?

 

 

Probably 5,000 on the new motor.

 

I was pleased as punch with the tuning Dan did.

 

Andrew

[EL SHELBY]

5k, you are just broken in. Not that you need it, but there may still be more power in it as motor seasons.

[AndyGJ]

Probably 5,000 on the new motor.

 

I was pleased as punch with the tuning Dan did.

 

Andrew

 

 

Andrew,

 

Any updates on your motor since last Dyno numbers? I'm on hold for any more motor upgrades for now with my dream build, but I did just order the SPP Watts link for the car....that Track Weekend is coming back up in January, so I went for better handling for now.

 

Andy.

[andrewnagle1964]

Andrew,

 

Any updates on your motor since last Dyno numbers? I'm on hold for any more motor upgrades for now with my dream build, but I did just order the SPP Watts link for the car....that Track Weekend is coming back up in January, so I went for better handling for now.

 

Andy.

Nothing new just driving it and loving it. Still need to head down to Pro-Dyno for the N20 tune but work and travel have kept me busy this summer/fall

 

Let me know how you like the watts link.

 

Andrew