Racing gasoline so…
Aren't those just two words to praise normal gasoline that enables smart marketing staff to set a higher price for an unnecessary product?
The people of Sunoco and R have written an appropriate explanation about this:
A gasoline requires that the gasoline ignites at the right time, ignites at the right speed and has an added package that allows the engine to last year after year. This has been checked in the Netherlands by the Dutch Standard and thus we had two types of gasoline in the Netherlands: premium unleaded and super unleaded, there are two different standards for this: BS EN228 for premium unleaded and BS7800 for super unleaded.
Since these two fuel types are the same (BS EN228), or more or less the same (BS7800), European automobile manufacturers are able to design cars that are as efficient as possible for the gasoline that the customer can buy. As long as your modern car is regularly serviced, it will continue to run happily on publicly available gasoline as long as they comply with the Dutch Standard for gasoline.
Fuel consumption and emissions are becoming very important, so it is inevitable that engines can adapt to fluctuations in the quality of public petrol in different areas to enable modern engines to run on petrol as efficiently as possible while not damaging the engine. since most power can be found close to the ignition.
This is why modern engines have lambda sensors (to measure the air / fuel mixture) and knock sensors (to adjust the timing) to prevent premature ignition.
Older engines without these modern accessories must be set with a greater safety margin and thus these engines result in higher fuel consumption as well as dirtier emissions, it is then up to the driver to respond if he or she feels the engine shaking or experiences premature ignition ( for example by taking the foot off the gas). Very old engines with carburetors are far from as efficient as gasoline injection engines (which better fill the combustion chamber), resulting in an even greater safety margin.
Why different standards?
Why do we have two different standards? That is a very good question since most cars nowadays use premium unleaded petrol. However, there are a number of performance-oriented engines that need more protection against premature ignition that offers super unleaded, this means that the gas pump around the corner must offer this product. If only the premium unleaded was available and we had no history with older performance-oriented engines, it would not be a problem for the manufacturers to design the engines to the specifications of premium unleaded. The only downside would be that the engines should be screwed back (and that doesn't sound very good, does it?)
So what's the difference between these two standards? Basically, to keep it simple only the octane numbers: premium unleaded has a minimum of 95RON (research octane content) and 85 MON (motor octane content) and super unleaded a minimum of 97RON and 86MON. Octane figures are a unit to indicate how much cylinder pressure the unburned and partially burned petrol can handle before it itself ignites (this is explained again with technical questions). This means that the higher the octane digits, the higher the compression ratio can be in the engine. In simple terms, it means the more compression with matching gasoline you have, the more power.
If an engine is designed to run on super unleaded, it will prematurely disintegrate when using premium unleaded (if the car has no 'knock sensors') where an engine designed for premium unleaded can use without problems from super unleaded (but will not benefit from it). If the engine is 'smart' and designed to 'feel' the fuel (lambda sensors and 'knock sensors') and is designed for super unleaded it will be able to use premium unleaded since the engine will then change the mixture, and postpones the timing to prevent early ignition. However, the result is a loss of power and an increase in fuel consumption.
Another problem is ORI (Octane Requirement Increase = Octane Requirement Increase) that takes place in the first 25.000 kilometer in the life of an engine. Waste accumulates in the combustion chambers which reduces the ability of heat to escape and this requires a higher octane content. Normally on a modern design engine with injection, one can count on an ORI of 5 figures during the first 25.000km. After this, the ORI will fall to a level where the engine will achieve high wear and oil consumption. The oil consumption contributes to the accumulation of waste in the combustion chambers and thus to the original ORI later in the life of the engine. When you use valves and combustion chamber cleaners such as 76 Triple Clean, you enable the engine to run cooler with a lower octane content that reduces fuel consumption.
Why not a better quality of pump gasoline?
Within the area of the Dutch Standard for gasoline, manufacturers could produce much better fuels. A fuel that could make engines more efficient with fewer emissions. But, and this is very important, the costs would be much higher and result in the motorist not buying the gasoline from that producer if another (cheaper) alternative would be possible.
In short, normal vehicles run fine on normal gasoline available at the pump and would not see a significant improvement in power that would justify the cost of a higher quality gasoline. But what about racing bikes?
Race gasoline
Now we are talking! Race engines are built to continuously deliver the maximum power. To enable engine builders to optimally modify engines, race gasoline has been developed to be consistent (repeated production). This allows engine builders to specifically modify engines which results in faster combustion which ensures better acceleration from the turn, contains more oxygen which increases the power (unleaded racing gasoline) and more octane to allow a higher cylinder compression.
Normal gasoline up to 500 has different hydro-carbonates since large quantities are taken from different refineries. High quality racing gasoline is characterized by a finer selection in refineries and chemicals that are then mixed for maximum results.
Another important fact is that the motorcycles that are used in daily traffic lead a very lazy life and are only taxed for short time intervals (for example overtaking). Racing engines are under maximum load and high revs all the time (or should be).
Sustainable capacity
A good quality racing gasoline is designed to perform at high revs and maximum load and burn completely without leaving any waste behind. Normal petrol available at the pump is designed for lower revolutions and simply contains many hydro-carbonates that are not very 'smart' (for maximum performance). This results in the accumulation of carbon and higher engine temperatures.
The normal gasoline pump is designed with low exhaust emissions, good gasoline consumption and good driveability as key considerations. In racing gasoline, the most important aspect is to convert chemical energy into mechanical energy.
Sunoco R racing fuels are designed for maximum performance. These fuels burn extremely clean and are tolerant to a higher cylinder pressure for ignition, which enables the engine builder to get more power from your engine. The response to the accelerator pedal of your racing engine will be improved many times and the engine runs a lot cooler.
Another important facet is that the race gasoline is more sustainable with regard to octane figures, specific gravity, oxygen content, amount of fuel burned at different temperatures, etc. This is very important if you want to optimize a modified engine for maximum power. It also guarantees that the motor delivers continuous power. The use of normal pump gasoline in a racing vehicle is the same as blindfolded to adjust the tire pressure and then expect the same lap times.
Pump gasoline is designed for fast use. When you leave it in a racing vehicle for two months you will experience start problems, less power (the gas is exhausted) and engine 'hunting' (the system will get a layer of some kind of chewing gum). The life expectancy of street petrol is designed for approximately 30 days.
Sunoco & R race gasolines have fewer components that are exposed to crumbling and disintegration, in addition to that, they have extra anti-oxidation properties that allow you to keep the gasoline for up to two years.
Summary
Pump gasoline burns effectively at low revs and meets safety emissions and fuel consumption requirements, but at high revs racing gas burns more effectively (therefore, it will give the engine more power even if the engine does not need the higher octane levels that come with a race of gasoline). In addition, pump gasoline cannot be stored without loss of power and a low chewing gum that forms visibility when stored in racing vehicles for more than 30 days.
Race gasoline is designed to guarantee maximum power within the current motorsport authorities and it allows you to precisely modify the engine. It is designed for racing applications, that is, operating at maximum power on minimum 3.000 revolutions. It burns completely without leaving (a lot of) carbon waste in the combustion chamber, which allows the engine to run cooler. The higher octane digits allow a higher cylinder pressure and protect the engine against premature ignition. The exhaust system will be somewhat gray. It is easy to store and does not cause any problems if your vehicle is not used on a daily basis. The use of race gasoline is the cheapest way to improve the power and durability of the engine.