My new fav local convenience store has the 100 octane oxygen added race fuel again. I have run this fuel while using a standard Dynojet map and I swear the bike was running very strong. Call me crazy but my need to understand what is happening while my motor spins is very real. My last inquiry on this topic left me confused at best. Now enter the Brocks CT Single and the associated maps that Brocks provides. One map at least says it is built to use race gas. The maps I recieved from them have no visible target afrs though so I am unable to use that seemingly vital info to help me figure out how the auto tune and Power Commander best utilize this rocket fuel. Rook made mention of how much oxygen was in this fuel being relevant and I am sure that is true. How's 3.3% by weight? Seems like a large amount to me. Again, the bike seems to scream on this stuff.
I would love to embrace this enhanced fuel, do tuning runs, build a map or two...
Hoping some super hot rod tuning gasser rocket genius on this forum can straighten me out on understanding how this closed loop system uses, or best uses this enhancement. Help!

* Last updated by: ironheadmike on 3/15/2018 @ 4:56 AM *

How's 3.3% by weight? Seems like a large amount to me. Again, the bike seems to scream on this stuff.

.343 cubic meters of gaseous oxy weighs 1 lb so you got roughly .60 cubic meters of oxy in 1 gallon of your race gas??? .6 cubic m is a lot more volume than 1 gallon. IDK---maybe the oxy molecules fit between the gasoline molecules and have little effect on the volume as a liquid.

There would be a similar computation for if they used liquid oxy in the gasoline but I doubt that would be the case because liquid oxy would boil out of the fuel in no time at normal air temps. The gasoline would have to be stored at super low temp to hold the oxy if it was liquid oxy--so it must be gaseous oxy.

Now think of AFR. If 13 air : 1 fuel is normal, yeah, I can see how fuel that is half oxygen could still run without going dangerously lean. It seems like a real concern at high rpm though. Run an AFR gauge with it.

The real questio is, "is AFR based on a ratio of volume:volume or weight:weight? I would guess volume.

This is too complicated for me. Lets just say you are adding a significant amount of air. A lot more than I would have guessed. Probably ok at low and midrange, iffy at high rpm. AFR gauge. See what it runs down low. Progressively test it at higher rpm. Data log. Man you are jumping ahead of the game.

Hoping some super hot rod tuning gasser rocket genius on this forum can straighten me out on understanding how this closed loop system uses, or best uses this enhancement. Help!

If you are talking about the bike's OEM sensors, those would have no idea you were using this fuel. Thet react to atmospheric pressure, air temp and inlet air pressure. There's no O2 sensor for your gasoline. The bike runs with no adjustment from anything.

If you are talking Autotune, that will correct the AFR easily at steady rpm for a few seconds. Autotune is too slow and too finicky to correct in closed loop for any other kind of riding. You'd have to do runs. Assuming you are running at normal altitude, Autotune will just richen up your fueling to match the leaning effect of the race gas. Net gain of 0, I would think.

There are many kinds of race gas. Most, I believe, are very high octane to inhibit detonation. They burn more slowly than pump gas. They probably produce less hp by themselves than pump gas does. They are designed for use with other things like boost that make huge hp but the gas itself is less powerful than normal gas. The engine too is less strong by itself when you go to boost. Lower compression, more parasitic drag of stiffer springs, etc. Romans tuned for pump gas and used a mostly stock engine with only stiffer clutch and sometimes stiffer valve springs. That race gas is for when you have insane boost more insane than I ever dreamed of. 400 hp is probably enough for me. I do not believe race gas makes better power, it's for when the power adders like turbo need something gentler so you don't blow up. Of course, I'm surmising this to some degree. I have no experience with race gas at all. Just heard a few things.

So why would they make oxygenated gasoline? For people who want to lean their AFR out without going through a tuning process, maybe. Stock mapping is usually pretty conservative (rich).

Intersting experiment but I think you are chasing a red herring.

I am struck by the fact that O2 is a catalyst for fire. So seems like that would be the type of thing, (unlike octane boosters; burn control agents) that when added gives the same volume of fuel in a given cylinder as a normal gas more bang, or power shoving the piston back down- or scooting my ass down the road. Hah
The effect, or interaction with the O2 sensor and resulting trim outcome is what is hurting my brain. Making me want oh so badly to see the race gas afr table of a known working map. Not mentioning any names of stingy prick dyno tuners here.

* Last updated by: ironheadmike on 3/21/2018 @ 2:50 PM *

I am struck by the fact that O2 is a catalyst for fire.... seems like that would be the type of thing, that when added gives the same volume of fuel in a given cylinder as a normal gas more bang

Oxygen is the only part of natural air that burns. The oxygenated gasoline doesn't have the non-flameable gasses in it that ordinary air has. The oxygenated gas is like spraying nitrous. The total volume of "air" going into your cylinder has more oxygen in it. leaner will burn faster and hotter. Like nitrous, you'd want to make sure you weren't burning too lean and if you were, you'd want to induce a higher amount of fuel.

I don't know what effect this fuel will have on Autotune. You might be dumping unburned oxygenated gas into the exhaust and Autotune would detect more oxygen and tell you to richen up which would dump more unburned oxygenated gas into the exhaust. I'm not sure you will be able to get an accurate AFR. You now tune by EGT and CHT. Like I said you're jumping way ahead of the game, buddy.

I'm trying to get my head around how the)2 sensor would react to oxygenated fuel being expelled in the xhaust and it seems likely the end result would be you still have excessive fuel being expelled even when you are running the proper AFR according to your gauge. Assuming the O2 sensor reads the oxygen in the fuel along with all other oxygen running through the pipe, that's going to make the presence of unburned fuel more tolerable---I guess.

If you tune by CHT and EGT, there are inherent difficulties. Those sensors have a high degree of latency because they take time to heat up to the current temp and then they take even more time to cool down to the current temp. They work great for aircraft which run at a constant rpm for long periods and the pilot has no concern about running out of road or needing to slow down.

If you're interested in tuning by EGT instead of AFR, you might want to give this a quick read.

http://zx1441r.com/forum/viewtopic.php?f=9&t=4151