In general, modern engine management systems will compensate for fuel octane, and once you have satisfied the optimum octane requirement, you are at the optimum overall performance area of the engine map. Tuning changes to obtain more power will probably adversely affect both fuel economy and emissions. Unless you have access to good diagnostic equipment that can ensure regulatory limits are complied with, it is likely that adjustments may be regarded as illegal tampering by local authorities.

Fuel consumption depends on the specific engine model, flight conditions, power used and characteristics of individual engine installation. Basic fuel burn infomations available in the WALTER M601 Turboprop engine Information brochure. WALTER ENGINES a.s. provides basic specific fuel consumption data for individual engine models on request, please address your question to Marketing Department.

Since you're adding displacement (~15%) to the engine, there's no such thing as a free lunch. You need more fuel to feed a bigger fire. That said, a stroker can match a 4.0L engine's fuel consumption during highway cruising but you can expect your mpg to drop 2-3% in mixed driving conditions. That's only a small price to pay considering the extra performance on hand.

Modern engine oils and fuels are carefully formulated to offer the best possible performance over a wide range of operating condition. There are occasions where an additive not contained in the oil or fuel will improve performance in one respect or another. However, there are also additives that will cause harm to the system. If aftermarket additives are used they should be thoroughly tested and offer more proof of performance than simple testimonial letters or anecdotal evidence.

Given the fact that literally thousands of fuel additives are offered on the market, engine manufacturers have no way of monitoring or testing the claims of so many products - making it difficult to determine specific products that are safe to use. However, PRI chemistry does not alter any fuel specifications issued by engine manufacturers - specifications by which manufacturers judge whether or not a particular fuel affects safe engine operation.

The first step is to locate a hobby shop in your area (use the dealer locator and enter your U.S. zip code), and to ask the local shop to refer you to a club in your area as well. In major metropolitan areas there are usually several, so you often have several places and groups of people to choose from. These 2 contacts will be invaluable to you in gaining first hand knowledge and support. The next step is to visit the local field and watch people fly.

No. I have found the gasket is just a source of problems later. They always seem to get a whole in it which causes an air leak and resulting engine adjustment problems. I just clean the surface of the exhaust flanges and as long as they are flat then it should not leak. None of mine have. Another alternative that I have not tried is to use epoxy as a gasket material.

If you leave the engine stock with only a few basic mods...cone filter, slightly elevated boost, etc. you can most likely get away with it because the stock Mustang pump is the same size as the stock turbo pump. If you plan to make 250+rwhp, see below.

Yes, however Caterpillar recommends NO.2 diesel fuel with low sulfur ( 0.05 % maximum) for use in their electronic diesel engines for optimum performance.

During initial startup, the engine operates on 100% diesel fuel. After certain permissive criteria are satisfied the automatic control system commences dual fuel operation.

For Cox engines, I always used to use Cox Glo Fuel. From what I understand, these small engines up thru the .15 like high nitro, at least 15%, preferably 20%. Here, due to the expensive of the the fuel, most guys with .049's and .061's use just 5% nitro fuel (mostly powermaster) ... and no problems at all !

There are a lot of misconceptions about fuel octane. Octane rating indicates one thing: resistance to detonation. Higher octane fuel does NOT run "cooler", and vice versa, provided the fuel has a high enough octane to prevent detonation ("pinging"), which is when the fuel ignites before the spark plug fires (this can and will cause an engine to run inefficiently and thus hot, but is extremely hard on the engine in other ways). This should not be an issue in a properly tuned paramotor engine.

Balloon burners use propane similar to your gas grill out back. The only difference is that we use the liquid rather than the gas.

You will burn approximately 7-10 gallons of fuel each hour you run, if cruising at 3200 rpm. (Higher rpm's per motor burn substantially more fuel with little or no increase of speed) Fuel Capacity varies depending on the boat rented, and usage also depends on weather, weight on board, number of tag alongs being towed, and individual engine differences.

No. The conversion technology has been designed to allow for in-field retrofit of diesel engines without the need to change or modify the design of the engine. The conversion hardware is mounted externally on the engine and does not require modification of the engine or alteration of any critical engine parameter.

The Dual-Fuel technology has been designed to maintain OEM specifications of all engine temperatures including engine coolant temperature, oil temperature, exhaust gas temperature and intake air temperature. The Dual-Fuel System replaces diesel fuel normally consumed by the engine with an equivalent quantity of natural gas, relative to the heat value of each fuel.

Your engine builds up carbon / varnish deposits because of incomplete combustion (improper burning). Molecules that are non homogeneous are found in both Gasoline and Diesel Fuel. As these molecules begin to cluster and grow, some molecules become trapped during combustion, air is unable to reach the trapped molecules and they do not burn completely. Instead they are expelled into the atmosphere or retained as carbon/varnish deposits inside your engine.

Diesel like bio fuel to run the initial engine test of short runs for about six months for verification purposes. To preserve working models Angel Labs subsequently adopted air motoring to run Dynamometer instead of fuel ignition so that we can gain test data of engine horsepower and torque without destructing the engine. With an impressive development already attained with the initial development and 814 lb.ft.