Toyota 18R engine what fuel did it use?
345011
an owners manual from this period would describe the recommended fuel as regular low octane unleaded.  however, "regular, low octane unleaded" refers to a 90 to 91 octane that used to be the lower octane available at the pumps.  we now use that octane as Premium unleaded gasoline or petrol.  have fun with it, it is a great engine
622028
Probably the dodge hemi..I think the truck doubles the top fuels weight. The dragster would probably just smoke the tires. If it was a diesel than for sure the dodge.
263139
It is a diesel-type industrial or marine engine. Here is a description of how it works adapted from the Volvo Penta Diesel Service Training Manual...\nhttp://marinep1.bluehill.com/guide.shtml
468917
Go to biodiesle.com youll find everything you need.
666110
There is no mercury in airplane fuel.\n\nThe EIA classifies jet fuel into two categories: "naphtha-based" and "kerosene-based." Kerosene-based jet fuel includes civil-grade Jet A, consumed in commercial jet airliners, which is an important contributor to U.S. greenhouse gas emissions and accounts for more than 4 percent of U.S. carbon dioxide emissions. Naphtha-based jet fuels were used primarily by the military until 1993, when the U.S. Department of Defense began a conversion from naphtha-based JP-4 jet fuel to kerosene-based JP-8 jet fuel. As a result, the share of naphtha-based jet fuel has declined from 12 percent of U.S. jet fuel consumption in 1991, to 7.2 percent in 1993,to 0.3 percent in 1996.(199) The annual emissions coefficients for jet fuel are consumption-weighted averages of the coefficients for kerosene-based and naphtha-based jet fuels (Table B4). Because the emissions coefficient for naphtha-based jet fuel is about 3 percent higher than the coefficient for kerosene-based jet fuel, the near elimination of naphtha-based fuels has led to a steadily declining emissions coefficient. In 1996, naphtha-based jet fuel consumption dropped to the point at which it no longer has a significant impact on the weighted average computation. Hence, the 1996 weighted-average emissions coefficient is equal to the coefficient for kerosene-based jet fuel (to the second decimal place).
693408
It's not nitrogen... It's hydrogen. They called my car the "Hindenburg" after it burst into flames when I pumped in a few pounds too many way back when in Lakehurst, New Jersey... Oh, the humanity!
590301
The Wartsila-Sulzer RTA96-C turbocharged two-stroke diesel engine is the most powerful and most efficient prime-mover in the world today.  The Aioi Works of Japan's Diesel United, Ltd built the first engines and is where some of these pictures were taken. \n     It is available in 6 through 14 cylinder versions, all are inline engines.  These engines were designed primarily for very large container ships.  Ship owners like a single engine/single propeller design and the new generation of larger container ships needed a bigger engine to propel them.\n\n     The cylinder bore is just under 38" and the stroke is just over 98".  Each cylinder displaces 111,143 cubic inches (1820 liters) and produces 7780 horsepower.  Total displacement comes out to 1,556,002 cubic inches (25,480 liters) for the fourteen cylinder version.\n\n     Some facts on the 14 cylinder version: \n Total engine weight: 2300 tons  (The crankshaft alone weighs 300 tons.) \n Length: 89 feet \n Height: 44 feet \n Maximum power: 108,920 hp at 102 rpm  \n Maximum torque: 5,608,312 lb/ft at 102rpm  \n\n     Fuel consumption at maximum power is 0.278 lbs per hp per hour (Brake Specific Fuel Consumption).  Fuel consumption at maximum economy is 0.260 lbs/hp/hour.  At maximum economy the engine exceeds 50% thermal efficiency.  That is, more than 50% of the energy in the fuel in converted to motion.\n     For comparison, most automotive and small aircraft engines have BSFC figures in the 0.40-0.60 lbs/hp/hr range and 25-30% thermal efficiency range.\n\n     Even at it's most efficient power setting, the big 14 consumes 1,660 gallons of heavy fuel oil per hour.
682571
In certain high performance (high compression) engines, you must use higher octane fuel to avoid knock (improper ignition of the fuel at the wrong point in the combustion cycle).  Otherwise most experts say that using higher octane fuel than the car manufacturer specifies is a waste of money.  Because 87 and 93 octane fuels are not identical, test engines should indicate slight differences in performance when 87 is suitable.  I believe that higher octane fuels have a higher proportion of highly volitile fractions which might help start the engine better in very cold weather but after that you are wasting money.  If I were out of gas and all they had was 93 for a car needing oonly 87, I would not hesitate to use it (at least enough to get to the next gas station).
102548
toyota i think.very cheap
120686
did you mean rc nitro fule.\n\n\nAn Overview of RC Nitro Fuel\n\nNow that we've looked at a basic overview of a typical nitro rc engine, we need to touch upon the special rc nitro fuel required by these engines.  Nitro fuel It is NOT gasoline!  Never try to feed a rc nitro engine gasoline, because it will cause all sorts of problems.  Besides, it won't work anyway!  \n\nRC nitro fuel is made up of a custom blend of 3 primary components:\n\n1) NITROMETHANE.  Also commonly referred to as NITRO for short.  Nitromethane is derived from propane.  In itself, nitro is not even extremely flammable as one might think.  The real power producing potential of nitromethane is that it carries additional oxygen with it into the combustion process.  It acts as a fuel too, but the molecule carries oxygen along with it.  In a way, nitromethane is sort of like a chemical "supercharger" for an engine.  It helps get more oxygen into the engine to help burn more fuel and produce more power.  For the most nitro engine used in RC trucks, a 20% nitro blend is probably a good balance.  Most nitro engines in cars and trucks could probably tolerate fuels with up to 30% nitro, but it's probably best to avoid going much over that in a typical nitro engine.  20% nitro is probably one of the most common fuel blends for rc truck nitro engines, and would be a safe choice for most people.  Follow the recommendations of your engine manufacturer, and you should be safe.\n\n2) METHANOL.  Methanol is sometimes referred to as "wood alcohol" because originally it was derived from distilled wood products.  However, methanol can be made from more than one source, and today it is very commonly derived from natural gas.  Methanol is the primary fuel component of nitro fuels and is usually also the most dominant ingredient in a nitro fuel mixture.  Methanol is also a common fuel used in full size motorsports and racing.  The methanol has a natural intercooling effect that helps to cool both the intake air/fuel mixture which means cooler, denser (more oxygen) and more power potential.  Also, the evaporative cooling effect of methanol can help keep engine temps running cooler than other fuels.  Methanol contains the primary energy content of nitro fuels.          \n\n3) OIL.  The oil portion of the nitro fuel blend is very interesting.  Over the years, there has been much debate and changing recommendations.  First there was castor oil.  Then there were synthetics.  Some fuels have been blended with all castor oil and some with all synthetic oils.  Today, most nitro fuels contain a combination of both synthetic and castor oil.  Castor oil is a naturally occurring oil that is derived from a plant.  It is a natural lubricant that has some very unique properties.  When subjected to higher temperatures, castor oils will actually begin to break down.  Normally, this would be a bad thing for a lubricant to do in an internal combustion engine.  However, in the case of castor oil, this "breaking down" is one of it's greatest strengths!  When castor oil breaks down at high temperatures, it's properties change and it's high temperature lubricating properties actually increase!  As engine temperatures go up further, the castor oil continues to break down and forms a lubricating film that actually protects the engine better.  In the process, this film or residue (like varnish) can also gum up the engine and cause other problems.  On the other hand, synthetic oils typically are much cleaner and normally do not leave residues behind.  Synthetic oils can help lubricating metal surfaces at higher RPM's when temperatures are lower.  However, when temperatures rise, synthetic oils can break down and actually burn off leaving little protection for the engine.  So, there are strengths and weaknesses of both castor and synthetic oils.  Thankfully, most modern rc trucks run on nitro fuel blends that utilize the strengths of each type of o
668488
Unleaded fuels-so no lead\nnitrogen compounds come as a result of air combustion in your engine (remember air is approx. 80% Nitrogen).  and you gotta have air to make your engine run.\nSulfur gases can also be a result of this combustion if there is high sulfur content in the fuel. (Shell had a problem with this last year)\nPS. Don't buy into the greenhouse hype, at this point there is NO real evidence either way that fuel combustion makes any difference in the grand scheme of climate dynamics
807203
Short answer: Install a large turbo.\n\nIt depends on what type of engine you have.  If you're running a KA18DE, good luck.  You'll have to tune that engine about as heavily as possible to take it up to that much power.  However, if you have an SR20 engine, you're in a much better situation, as those can withstand much more power.  \n\nIf you have a KA18DE engine, I would suggest saving your money for a SR20DET engine, and having the SR20DET rebuilt.   That will cost more than your current budget, but will be worth it. Then, install a large turbo on the SR20DET.  I would guess that all that work may cost as much as $8k-10k, depending on how the SR20 market is right now.  \nYour other option with the KA is to install a turbo, and hope for the best. I don't know if you'll be able to pull 300HP though, especially with a tired old engine.\n\nNOTE: If your engine is naturally aspirated and hasn't been recently rebuilt, I wouldn't reccomend installing a turbo, as you're likely to blow it.\n\n**for reference** "S13" refers to an older model  (86-92?) Nissan 240SX\n\nDisclaimer: I drive a Mazda RX7 (FC3s), and have not personally  done any work of this nature on an S13.\n\nFeel free to send me a private message (I think you can on these boards) and update me/ask for more info  on the situation.
668411
I would like to Change the Clinton/Gore EPA-OBD II Law. This applies to all Gasoline Powered Vehicles in the USA from 1996 to the Present, like Yours. This Law requires that all Vehicles remain Factory Stock, in order to Pass Inspection. Specifically, the Engine Fuel System must Run at 14.7 Parts of Air to 1 Part of Fuel. I've found a way to Convert Gasoline into Propane, 100 Parts of Air to 1 Part of Fuel. My Unit is Safe, Compact, and uses Low Pressure Air to do it's thing. 50 + MPG with even the Largest SUV, and a 10 X Reduction of Emissions. And, thanks to the EPA-OBD II Law, it's Illegal! When that Gestapo-Inspired Vehicle Inspection Device is Connected, any Change at all, even for the Better, and the Vhicle will Fail, and will be Illegal to Drive! Because it's not Putting out enough Pollution to meet [O]riginal [E]quipment [M]anufacturer's Specifications! This is Insane! I'm not the First, only the Latest. I've been to the US Patent Office to Check out the "Wild Stories" about Fuel Vaporizers that have been kept off the Market. Guess What? It's True! Case in Point, the Pogue Carburetor, with a Patented Claim of 100 MPG, with a Flathead Ford Engine Powered Vehicle that was 15 MPG!This was before WW II. So, as far as Getting a Patent, forget it! See, Greed and Money have Stopped it Every Single Time! And Now the EPA-OBD II Law....... Here's what I'd really Like to do to Expose the Hypocricy of this Law. I'd like to Restore and Convert a whole Fleet of Vehicles and Donate them to Charity Starting with the Local Meals-On-Wheels Program, then, Volunteer Disabled Veterans' Services.And so Many Others. There is no Shortage of Good People that want to Volunteer to Help the less Fortunate. But with the High Cost of Fuel, it's becoming Increasingly Difficult. Even if I did manage to get the Funds to do this, someone Connected with "Big Oil" would find a way to make One of the Converted Vehicles Explode, to Discredit it. Remember the TV News Show where the Chevy Truck with the "Side-Saddle" Fuel Tank was Rigged to Explode to Discredit It? See, all Petroleum is essentially the Same, on a Molecular Level. Only the Dispersal is Altered. If That's Wrong, then how is it that Engines DO Run on Propane? To do so by Conventional Means is such a Hassle that it's just not worth it! Hybirds? At Highway Speeds, the Gas [14.7 to1] Engine Kicks-In, Plus, the Heavy, Expensive Batteries have to be Hauled. To Sum Up, I'd like to change the EPA-OBD II Law that requires Vehicles to Emit Enough Pollution to Pass Inspection, with any reduction resulting in Failure. But, "IT AIN'T GONNA HAPPEN" as long as "Big Oil" is in Control! Watch Closely the Next Time Your Car is Inspected, and ask how many have Failed,and Why! 14.7 to 1. It's the Law that must Change! For even more Insight, check out this Website. It's a Couple of Years Old, but lots of Good Info.http://energy21.freeservers.com/bookrep.html
287174
I owned a SR20DE (01 Nissan Sentra SE)- this engine is nearly indestructible, the reason I bought one. I would thrash that car on a daily basis, and it gave me 75,000 trouble free miles. The engine dates back to the early 90's SE-R and also showed up in the 200sx and Infiniti G20. The Turbo showed up on more sporty cars like the Silva. The turbo charged versions (SR20DET) have been documented in many tuner magazines and from what I remember could be tuned up and over 400hp. \n   In direct comparison, the internal makeups of theses two engines is the biggest difference. Every thing in the SE20DET is built for heavy lifting(bigger thicker rods..etc..). The Ka24DE(T) is made of lighter parts, which obviously make them more susceptible to breakage.\n   I say old ways are best, there is a huge information base the SE20DET, the KA24DE(T) is only a few years old, hence less support and less knowledge.
394222
Hydrogen isnt used as fuel in any aircraft that are currently in production today.  The fuel I handle most often for aircraft use is JP-8, but there are others out there. They are usually kerosine or kerosine-gasoline blends.
647335
synthetic gasoline and diesel fuels can be made from coal by a process called gasification (products are carbon monoxide and hydrogen) followed by Fischer-Tropsch reaction in which CO and H2 produce gasoline and diesel fuel.\n\nAlso, fuels for cars are: ethanol (fermentation processes from any sugar source), acetylene (can power engines in 2 times - east german Trabant engine), biodiesel (only for diesel engines) (made from natural oils (new or used) and methanol) \n\nSearch with googgle using key words: biofuel, bioethanol, fischer-tropsch, biodiesel (can be made at home), hydrogen (water electolysis or algae producers)
914564
There is about 20% oxygen in the air which is more than enough.\n\nAlthough a pound is 454 grams. you asked about gallons. Gasoline is about 6 pounds per gallon.\n\nMost gasoline is burned in internal combustion engines which do not burn it completely.It forms carbon monoxide.\n\nGasoline is not pure octane, C8H18 \n\n 2C8H18 + 25O2 ---> 16CO2 + 18H2O \n\nNow you can work out the rest, 2 moles of octane to 25 moles of O2. Use themolecular weight per mole of each.Figure out how many moles of octane yoy have.