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Octane rating
The octane number of a fuel is measured in a test engine, and is defined by comparison with the mixture of 2,2,4-trimethylpentane (iso-octane) and heptane which would have the same anti-knocking capacity as the fuel under test: the percentage, by volume, of 2,2,4-trimethylpentane in that mixture is the octane number of the fuel. For example, petrol with the same knocking characteristics as a mixture of 90% iso-octane and 10% heptane would have an octane rating of 90.[1] This does not mean that the petrol contains just iso-octane and heptane in these proportions, but that it has the same detonation resistance properties. Because some fuels are more knock-resistant than iso-octane, the definition has been extended to allow for octane numbers higher than 100.
Octane rating does not relate to the energy content of the fuel (see heating value). It is only a measure of the fuel's tendency to burn in a controlled manner, rather than exploding in an uncontrolled manner. Where the octane number is raised by blending in ethanol, energy content per volume is reduced.
It is possible for a fuel to have a Research Octane Number (RON) greater than 100, because iso-octane is not the most knock-resistant substance available. Racing fuels, avgas, liquefied petroleum gas (LPG), and alcohol fuels such as methanol may have octane ratings of 110 or significantly higher. Typical "octane booster" gasoline additives include MTBE, ETBE, isooctane and toluene. Lead in the form of tetra-ethyl lead was once a common additive, but since the 1970s, its use in most of the industrialised world has been restricted, and its use is currently limited mostly to aviation gasoline.
Measurement methods
[edit] Research Octane Number (RON)
The most common type of octane rating worldwide is the Research Octane Number (RON). RON is determined by running the fuel in a test engine with a variable compression ratio under controlled conditions, and comparing the results with those for mixtures of iso-octane and n-heptane.
[edit] Motor Octane Number (MON)
There is another type of octane rating, called Motor Octane Number (MON), or the aviation lean octane rating, which is a better measure of how the fuel behaves when under load, as it is determined at 900 rpm engine speed, instead of the 600 rpm for RON.[2][3] MON testing uses a similar test engine to that used in RON testing, but with a preheated fuel mixture, higher engine speed, and variable ignition timing to further stress the fuel's knock resistance. Depending on the composition of the fuel, the MON of a modern gasoline will be about 8 to 10 points lower than the RON, however there is no direct link between RON and MON. Normally, fuel specifications require both a minimum RON and a minimum MON.[citation needed]
[edit] Anti-Knock Index (AKI)
In most countries, including Australia and all of those in Europe, the "headline" octane rating shown on the pump is the RON, but in Canada, the United States and some other countries, like Brazil, the headline number is the average of the RON and the MON, called the Anti-Knock Index (AKI, and often written on pumps as (R+M)/2). It may also sometimes be called the Pump Octane Number (PON).
[edit] Difference between RON and AKIBecause of the 8 to 10 point difference noted above, the octane rating shown in the United States is 4 to 5 points lower than the rating shown elsewhere in the world for the same fuel. See the table in the following section for a comparison.
[edit] Observed Road Octane Number (RdON)The final type of octane rating, called Observed Road Octane Number (RdON), is derived from testing gasolines in real world multi-cylinder engines, normally at wide open throttle. It was developed in the 1920s and is still reliable today. The original testing was done in cars on the road but as technology developed the testing was moved to chassis dynamometers with environmental controls to improve consistency.[4]
Examples of octane ratingsThe RON and MON of n-heptane and iso-octane are exactly 0 and 100, by definition. The following table lists octane ratings for various other fuels.[5][6]
| Fuel | RON | MON | AKI |
| hexadecane | < -30 | ||
| n-octane | -10 | ||
| n-heptane (RON and MON 0 by definition) | 0 | 0 | 0 |
| diesel fuel | 15–25 | ||
| 2-methylheptane | 23 | 23.8 | |
| n-hexane | 25 | 26.0 | 26 |
| 1-pentene | 34 | ||
| 2-methylhexane | 44 | 46.4 | |
| 3-methylhexane | 55.0 | ||
| 1-heptene | 60 | ||
| n-pentane | 62 | 61.9 | |
| requirement for a typical two-stroke outboard engine[7] | 69 | 65 | 67 |
| Pertamina "Premium" gasoline in Indonesia | 88 | ||
| n-butanol | 92 | 71 | 83 |
| 2,2-dimethylpropane | 80.2 | ||
| "regular" gasoline in Australia, New Zealand, Canada and the US | 91–92 | 82–83 | 87 |
| Pertamina "Pertamax" gasoline in Indonesia | 92 | ||
| Shell "Super" in Indonesia | 92 | ||
| n-butane | 94[8] | 90.1 | |
| 2-methylbutane | 90.3 | ||
| Pertamina "Pertamax Plus" gasoline in Indonesia | 95 | ||
| Shell "Super Extra" in Indonesia | 95 | ||
| Shell "FuelSave " in Malaysia | 95 | ||
| "EuroSuper" or "EuroPremium" or "Regular unleaded" in Europe | 95 | 85–86 | 90–91 |
| Shell "V-Power 97" in Malaysia | 97 | ||
| "SuperPlus" in Germany, Great Britain, Slovenia and Spain, "SP98" in France | 98 | 89–90 | 93–94 |
| 2,2-dimethylbutane | 93.4 | ||
| 2,3-dimethylbutane | 94.4 | ||
| ExxonMobil Avgas 100[9] | 99.5 (min) | ||
| Shell "V-Power Racing" in Australia - discontinued July 2008 [10] | 100 | ||
| "isooctane" (RON and MON 100 by definition) | 100 | 100 | 100 |
| benzene | 101 | ||
| i-butane | 102[11] | 97.6 | |
| "BP Ultimate 102 - now discontinued"[12] | 102 | 93–94 | 97–98 |
| t-butanol | 103 | 91 | 97 |
| 2,3,3-trimethylpentane | 106.1[13] | 99.4[13] | 103 |
| ethane | 108 | ||
| 2,2,3-trimethylpentane | 109.6[13] | 99.9[13] | 105 |
| toluene | 111 | 95 | 103 |
| E85 gasoline | 94-96[14] | ||
| propane | 112 | 97 | |
| 2,2,3-trimethylbutane | 112.1[13] | 101.3[13] | 106 |
| xylene | 117 | ||
| isopropanol | 118 | 98 | 108 |
| methanol | 108.7[15] | 88.6[15] | 98.65 |
| ethanol | 108.6[15] | 89.7[15] | 99.15 |
| methane | 120 | 120 | 120 |
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