Internal combustion Engine Model Racing Fuel

Internal combustion engine fuel

Both methanol and ethanol burn at lower temperatures than gasoline, and both are less volatile, making engine starting in cold weather more difficult. Using methanol as a fuel in spark-ignition engines can offer an increased thermal efficiency and increased power output (as compared to gasoline) due to its high octane rating (114) and high heat of vaporization. However, its low energy content of 19.7 MJ/kg and stoichiometric air-to-fuel ratio of 6.42:1 mean that fuel consumption (on volume or mass bases) will be higher than hydrocarbon fuels. The extra water produced also makes the charge rather wet (similar to hydrogen/oxygen combustion engines) and with the formation of acidic products during combustion, the wearing of valves, valve seats and cylinder might be higher than with hydrocarbon burning. Certain additives may be added to the fuel in order to neutralize these acids.

Methanol, just like ethanol, contains soluble and insoluble contaminants. These soluble contaminants, halide ions such as chloride ions, have a large effect on the corrosivity of alcohol fuels. Halide ions increase corrosion in two ways; they chemically attack passivating oxide films on several metals causing pitting corrosion, and they increase the conductivity of the fuel. Increased electrical conductivity promotes electric, galvanic, and ordinary corrosion in the fuel system. Soluble contaminants, such as aluminum hydroxide, itself a product of corrosion by halide ions, clog the fuel system over time.

Methanol is hygroscopic, meaning it will absorb water vapor directly from the atmosphere. Because absorbed water dilutes the fuel value of the methanol (although it suppresses engine knock), and may cause phase separation of methanol-gasoline blends, containers of methanol fuels must be kept tightly sealed

Racing

Beginning in 1965, pure methanol was used widespread in USAC Indy car competition, which at the time included the Indianapolis 500.

A seven-car crash on the second lap of the 1964 Indianapolis 500 resulted in USAC's decision to encourage, and later mandate, the use of methanol. Eddie Sachs and Dave MacDonald died in the crash when their gasoline-fueled cars exploded. The gasoline-triggered fire created a dangerous cloud of thick black smoke that completely blocked the view of the track for oncoming cars. Johnny Rutherford, one of the other drivers involved, drove a methanol-fueled car, which also leaked following the crash. While this car burned from the impact of the first fireball, it formed a much smaller inferno than the gasoline cars, and one that burned invisibly. That testimony, and pressure from Indianapolis Star writer George Moore, led to the switch to alcohol fuel in 1965.

Methanol was used by the CART circuit during its entire campaign (1979–2007). It is also used by many-short track organizations, especially midget, sprint cars and speedway bikes. Pure methanol was used by the IRL from 1996-2006.

In 2006, in partnership with the ethanol industry, the IRL used a mixture of 10% ethanol and 90% methanol as its fuel. Starting in 2007, the IRL switched to "pure" ethanol, E100.

Methanol fuel is also used extensively in drag racing, primarily in the Top Alcohol category, while between 10% and 20% methanol may be used in Top Fuel classes in addition to Nitromethane.

Formula One racing continues to use gasoline as its fuel, but in prewar grand prix racing methanol was often used in the fuel.

Methanol is also used in Monster Truck racing.

Fuel for model engines

The earliest model engines for free-flight model aircraft flown before the end of World War II used a 3:1 mix of white gas and motor oil for the two-stroke spark ignition engines used for the hobby at that time. By 1948, the new glow plug-ignition model engines began to take over the market, requiring the use of methanol fuel to react in a catalytic reaction with the coiled platinum filament in a glow plug for the engine to run. The glow-ignition variety of model engine, because it no longer required an onboard battery, ignition coil, ignition points and capacitor that a spark ignition model engine required, saved valuable weight and allowed model aircraft to have better flight performance. In their current two- and four-stroke forms, methanol-fueled glow engines are the usual choice for radio controlled aircraft for recreational use, for engine sizes that can range from 0.8 cm3 (0.049 cu.in.) to as large as 25 to 32 cm3 (1.5-2.0 cu.in) displacement, and significantly larger displacements for twin and multi-cylinder opposed-cylinder and radial configuration model aircraft engines, many of which are of four-stroke configuration.