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In engines that require less octane than C12 , C11 can make
more power. (typically 1-1.5%) . C11 typical applications are
12.1 CR and under, with restrictor plates and standard flow
heads. With unrestricted heads, manifolds and carburetors, C11
performs well to 11:1 CR. This fuel has fast burning speed along
with excellent vaporization and BTU value. The better
vaporization allows the fuel to absorb more heat in the
combustion chamber, this helps lower the octane required. Better
vaporization also promotes faster burning speeds by having the
fuel droplets smaller (and more of them) giving more surface
area, for faster burning speeds. Remember the fuel droplets (or
balls) can only oxidize (burn) on the surface, so more surface
area gives better burning speed and more complete combustion. The
higher BTU value is important in that this fuel gives off better
heating value (energy) per the amount of air (oxygen) consumed.
C11 has lower vapor pressure than C12, giving it a higher
resistance to vapor lock. These compression ratio recommendations
are not set in stone, as there are many factors that determine
the octane requirements of a racing engine. Cylinder swirl,
mixture distribution, mixture ratio, RPM, coolant temperature,
and combustion chamber design all influence octane demand.
When using C11 in short track (1/4, 1/2 mile) then going to
longer tracks the engine will heat sink hotter and increase the
octane demand. Moving to C12 might be necessary, especially if
C11 was marginal in the short tracks. C11 has a rated MON of 104
(four numbers lower than C12) but its on track resistance to
detonation indicates a higher octane value than 104.
C11 will find use in circle track racing, NHRA stock and
super stock, SCCA and carting snowmobiles, and motorcycles. C-11
proved to be very popular during Daytona Speed Week '97.
C11 can be dressed up and taken to any occasion as it can be
color dyed orange or blue or purple. |
