[font='Verdana'][color=black][size=10]Zitat:[/size][/color][/font]
[font='Verdana'][color=black][size=10]Original von gerhard[/size][/color][/font][font='Verdana'][color=black][size=10]
Sorry für den langen Text (noch dazu in Englisch), aber ich hab mal rasch die interessanteren Abschnitte aus diesem überlangen Dokument rauskopiert. Also wenn man sich überlegt, dass ca. 96 ROZ in Californien am Meer reichen und der Oktanbedarf bei 10 Grad niedrigerer Ansaugtemperatur um ca. 1 sinkt und dann auch noch dazukommt, dass die wenigsten von uns ihren Z bei 1013mbar am Meer betreiben (bis 1800m sinkt der ROZ-Bedarf je 300m um 1.4), dann sollten 95 ROZ keinesfalls Probleme bereiten.
[/size][/color][/font]Aus:
[font='Verdana'][color=black][size=10]http://gasoline.kickno.info/index.php?k=co…ion-of-gasoline[/size][/color][/font]
What is the effect of temperature and load?
Increasing the engine temperature, particularly the air-fuel charge temperature, increases the tendency to knock. The Sensitivity of a fuel can indicate how it is affected by charge temperature variations. Increasing load increases both the engine temperature, and the end-gas pressure, thus the likelihood of knock increases as load increases. Increasing the water jacket temperature from 71C to 82C, increases the (R+M)/2 ONR by two [111].
What is the effect of engine speed?.
Faster engine speed means there is less time for the pre-freactions in the end gases to occur, thus reducing the tendency to knock. On engines with management systems, the ignition timing may be advanced with engine speed and load, to obtain optimum efficiency at incipient knock. In such cases, both high and low engines speeds may be critical.
What is the effect of air temperature? (je 5.6 Grad erhöht sich die Motoroktanzahl um 0.44 bis 0.54)
An increase in ambient air temperature of 5.6C increases the octane requirement of an engine by 0.44 - 0.54 MON [27,38]. When the combined effects of air temperature and humidity are considered, it is often possible to use one octane grade in summer, and use a lower octane rating in winter. The Motor octane rating has a higher charge temperature, and increasing charge temperature increases the tendency to knock, so fuels with low Sensitivity ( the difference between RON and MON numbers ) are less affected by air temperature.
What is the effect of altitude? (bis 1800m sinkt der Oktanbedarf um 1.4 pro 300m)
The effect of increasing altitude may be nonlinear, with one study reporting a decrease of the octane requirement of 1.4 RON/300m from sea level to 1800m and 2.5 RON/300m from 1800m to 3600m [27]. Other studies report the octane number requirement decreased by 1.0 - 1.9 RON/300m without specifying altitude [38]. Modern engine management systems can accommodate this adjustment, and in some recent studies, the octane number requirement was reduced by 0.2 - 0.5 (R+M)/2 per 300m increase in altitude. The larger reduction on older engines was due to:-
reduced air density provides lower combustion temperature and pressure.
fuel is metered according to air volume, consequently as density decreases the stoichiometry moves to rich, with a lower octane number requirement.
manifold vacuum controlled spark advance, and reduced manifold vacuum results in less spark advance.
What is the effect of humidity?.
An increase of absolute humidity of 1.0 g water/kg of dry air lowers the octane requirement of an engine by 0.25 - 0.32 MON [27,28,38].
Does low octane fuel increase engine wear?
Not if you are meeting the octane requirement of the engine. If you are not meeting the octane requirement, the engine will rapidly suffer major damage due to knock. You must not use fuels that produce sustained audible knock, as engine damage will occur. If the octane is just sufficient, the engine management system will move settings to a less optimal position, and the only major penalty will be increased costs due to poor fuel economy. Whenever possible, engines should be operated at the optimum position for long-term reliability. Engine wear is mainly related to design, manufacturing, maintenance and lubrication factors. Once the octane and run-on requirements of the engine are satisfied, increased octane will have no beneficial effect on the engine. Run-on is the tendency of an engine to continue running after the ignition has been switched off, and is discussed in more detail in Section 8.2. The quality of gasoline, and the additive package used, would be more likely to affect the rate of engine wear, rather than the octane rating.
Can I mix different octane fuel grades?
Yes, however attempts to blend in your fuel tank should be carefully planned. You should not allow the tank to become empty, and then add 50% of lower octane, followed by 50% of higher octane. The fuels may not completely mix immediately, especially if there is a density difference. You may get a slug of low octane that causes severe knock. You should refill when your tank is half full. In general the octane response will be linear for most hydrocarbon and oxygenated fuels eg 50:50 of 87 and 91 will give 89.
Attempts to mix leaded high octane to unleaded high octane to obtain higher octane are useless for most commercial gasolines. The lead response of the unleaded fuel does not overcome the dilution effect, thus 50:50 of 96 leaded and 91 unleaded will give 94. Some blends of oxygenated fuels with ordinary gasoline can result in undesirable increases in volatility due to volatile azeotropes, and some oxygenates can have negative lead responses. The octane requirement of some engines is determined by the need to avoid run-on, not to avoid knock.
What happens if I use the wrong octane fuel?
If you use a fuel with an octane rating below the requirement of the engine, the management system may move the engine settings into an area of less efficient combustion, resulting in reduced power and reduced fuel economy. You will be losing both money and driveability. If you use a fuel with an octane rating higher than what the engine can use, you are just wasting money by paying for octane that you can not utilise. The additive packages are matched to the engines using the fuel, for example intake valve deposit control additive concentrations may be increased in the premium octane grade. If your vehicle does not have a knock sensor, then using a fuel with an octane rating significantly below the octane requirement of the engine means that the little men with hammers will gleefully pummel your engine to pieces.
You should initially be guided by the vehicle manufacturer's recommendations, however you can experiment, as the variations in vehicle tolerances can mean that Octane Number Requirement for a given vehicle model can range over 6 Octane Numbers. Caution should be used, and remember to compensate if the conditions change, such as carrying more people or driving in different ambient conditions. You can often reduce the octane of the fuel you use in winter because the temperature decrease and possible humidity changes may significantly reduce the octane requirement of the engine.
Use the octane that provides cost-effective driveability and performance, using anything more is waste of money, and anything less could result in an unscheduled, expensive visit to your mechanic.
Can I tune the engine to use another octane fuel?
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 your local regulation enforcers. If you are skilled, you will be able to legally wring slightly more performance from your engine by using a dynamometer in conjunction with engine and exhaust gas analyzers and a well-designed, retrofitted, performance engine management chip.
27. Modern Petroleum Technology - 5th edition. Editor, G.D.Hobson. Wiley. ISBN 0 471 262498 (1984).
- Chapter 20. K.Owen.
28. Automotive Fuels Reference Book - 2nd edition
K.Owen and T.Coley
SAE. ISBN 1-56091-589-7 (1995)
38. Automotive Gasolines - Recommended Practice.
SAE J312 Jan93.
SAE Handbook, volume 1. ISBN 1-56091-461-0 (1994).
111. Technical Publication - Motor Gasolines
Chevron Research and Technology Company (1990)
[font='Verdana'][color=black][size=10]Wiki hat Folgendes geschrieben:[/size][/color][/font]
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Wenn man Oktanzahl sagt, ist in Europa meist die Research-Oktanzahl gemeint, in den USA dagegen meist die "Zapfsäulen-Oktanzahl".
In Europa wird an den Tankstellen nur die ROZ angegeben, in den USA wird die Zapfsäulen-Oktanzahl mit (ROZ+MOZ):2 errechnet. Die meisten Anbieter werben mit der Research-Oktanzahl, da diese Werte höher und einfacher zu ermitteln sind als die Motor-Oktanzahl.
Research (Erforschte)-Oktanzahl (ROZ)
Die ROZ wird mit dem Einzylinder-CFR-Prüfverfahren ermittelt.
Sowohl die MOZ und ROZ werden im CFR-Motor (veränderliches Verdichtungsverhältnis) durch Vergleich mit einem Bezugskraftstoff aus Isooktan (OZ = 100) und Normalheptan (OZ = 0) ermittelt. Der Volumenanteil Isooktan des Bezugskraftstoffes, der die gleiche Klopfintensität hat wie der zu prüfende Kraftstoff, ist dessen Oktanzahl. Die MOZ ist meist niedriger als die ROZ, da sie bei höherer Drehzahl und Gemischvorwärmung auf ca. 149°C ermittelt wird.
Die nach der Research-Methode (DIN EN ISO 5164) ermittelte ROZ soll das Klopfverhalten bei geringer Motorlast und niedrigen Drehzahlen beschreiben.
Motor-Oktanzahl (MOZ)
Die mit der Motor-Methode (DIN EN ISO 5163) ermittelte "Motor-Oktanzahl" soll das Verhalten bei hoher Motorlast und hoher thermischer Belastung beschreiben.
Hier werden beim Norm-Motor härtere Bedingungen angelegt, nämlich statt 600 U/min nun 900 U/min, eine automatisch verstellbare Zündeinstellung sowie eine Gemischvorwärmung auf immerhin 149 °C. Dadurch ist die MOZ immer niedriger als die ROZ.
Oktanzahlen werden im CFR-Motor oder BASF-Motor durch Vergleich mit einem Bezugskraftstoff aus Isooktan (OZ = 100) und Normalheptan (OZ = 0) ermittelt. Der Volumenanteil Isooktan des Bezugskraftstoffes, der die gleiche Klopfintensität hat wie der zu prüfende Kraftstoff, ist dessen Oktanzahl.
Die MOZ wird bei einer Motordrehzahl von 900 Umdrehungen pro Minute und 165 °C Gemischtemperatur ermittelt.
Die Differenz zwischen ROZ - MOZ wird als "Empfindlichkeit" (sensitivity) bezeichnet und bringt die Temperaturabhängigkeit der Oktanzahl zum Ausdruck. Eine hohe Empfindlichkeit bedeutet, der Kraftstoff reagiert empfindlich auf höhere thermische Belastung. [/size][/color][/font]
Lt. Norm DIN EN 228 gelten folgende Mindestwerte:
Im übrigen ist bei hohen Drehzahlen und hoher Motor-Last die MOZ viel wichtiger als die ROZ und die ist i.d.R. um 10 niedriger beim unseren Standard-Kraftstoffen. Also Faustformel kann man sich also merken, das europäische Oktanzahlen um 5 Oktanzahlpunkte höher ausfallen als amerikanische Oktanzahlangaben.
Dann schaltet das DSG in absolut kekonnter Zoran Manier, und das Feuerwerk wird erneut abgebrannt -> nicht zu toppen für nen VR6 3.2 Sauger 
, angesichts der Ansaugtemperatur und des Ladedrucks muß der Klopfen wie der Teufel. 
Da werden Zündkerzen weiss gesintert und der schnelle Motorexitus 
ereilt den geschundenen VR6 3.2 recht schnell. Aufladung ohne LLK ist außer im Diesel nicht wirklich sinnvoll, sondern gefähret nur den Motor. 
, die Röhrchen schauen aus wie vom Goggomobil 
Danke Zoran !!