Fuel limitations within the UK street legal Drag Racing class (Street Eliminator) only allowed the use of commercially available unleaded pump fuel, but do allow the use of fuel additives.
Unleaded fuels present a problem with the cylinder pressures, high RPM's, boost and nitrous volumes associated with today's racing engines. This results in having to limit compression ratio's and ignition timing and thus limits performance. Jon Webster experienced problems along these lines whilst using commercially available addiitives in his nitrous injected big block Ford Mustang. Jon was already planning a change to a turbo combination and could only see the problem worsening with the new combination.
To try and solve these problems Jon commissioned a highly respected chemist in the Petro-Chemical industry to design an additive that was free of both lead and propylene oxide that would enable commercially available unleaded pump fuel to be run at the high cylinder pressures associated with forced induction road and race engines.
Initial tests were carried out in 2002 using Jon's nitrous injected 525ci Mustang, the results were as follows;
|Optimax||Other 2%||10.5 : 1||22 deg||141||150hp||More timing = Detonation|
|Optimax||Power Pour 2%||10.5 : 1||30 deg||144||150hp||No Detonation|
|Optimax||Power Pour 2%||10.5 : 1||33 deg||146||150hp||No Detonation|
|Optimax||Power Pour 2%||10.5 : 1||28 deg||148||200hp||No Detonation|
Following on from the tests with Jon's Mustang, Power Pour was next tested in the Street Elminator 698ci '56 Chevy of John Hales at the 2002 National Finals at Santa Pod. The car had previously run with a commercially available fuel additive and had run a best of 9.28 / 155mph (with no nitrous used). It was intended to run the nitrous for the first time at this meeting but to start with it was decided to do a normally aspirated shake down pass. The car ran 9.28 / 158mph on that pass, the only thing that had been changed was Power Pour was used instead of the commercially available fuel additive. With 4 degrees of timing taken out (to give 24 degres) the nitrous was turned on for the first time. The car ran flawlessly and recorded an 8.79 / 166mph pass. After the run the engine was compression tested and proved to be in first class condition.
The biggest surprise of all came on the following run when a driver error saw all the nitrous but no additional fuel going into the engine causing a very lean condition which should have resulted in severe engine damage. Initial compression tests read within normal limits and a more thorough inspection revealed nothing more serious than slightly coloured spark plugs! Part of the brief given to the chemist was to produce something that would help to protect engines in these sort of situations and while the test wasn't carried out on purpose it certainly proved the quality of Power Pour. Upon hearing this story a Stock Car racer asked to try Power Pour. The rules there allow limited modifications and he had been experiencing detonation problems when trying to run high compression ratios. He was delighted to report no detonation, clean and smooth power delivery and up to 500rpm more on the straights, resulting in two heat wins and a runner up finish in the final!
Since its initial development Power Pour has contributed to speed and ET records and Event and National Championship wins within the UK Drag Racing circuit and is now being used in many other disciplines of Motorsport, including 2 stroke motorcycles were it was used to set the 250 cc Historic Isle of Man TT lap record.
In 2008 Powerpour has gone from strength to strength, more racers are realising the economic benefits as well as performance advantages.
The main growth areas have been on high performance road going vehicles which have mapable fuel and ignition systems, seeing increases in excess of 6% in overall performance along with added protection for their engines. The other area of growth has been racers previously using expensive race fuel in some cases have swapped to unleaded pump fuel with Powerpour and have saved over 40% in fuel costs, with no loss of performance. If cars like Street Eliminator front runner Andy Frost's 2000bhp, 7.67 / 188mph Vauxhall Victor street car can run on unleaded pump fuel then there is no doubt that many vehicles currently running on race fuel could benefit from switching to Power Pour.
Having been invited to try out Power Pour by Webster race Engineering, we took a normally aspirated Ford Cosworth to the dyno at Knight Racing Services. The engine was run on super plus unleaded fuel and mapped to gain maximum power. We then added Power Pour and found that we could immediately start adding ignition, which in turn made more power. We ran 3 types of race fuel and no other power gains were made. To conclude, Power Pour is a cheap and reliable way of making more power on high compression engines.
Power Pour is the saviour of the race engine. Whilst testing my supercharged Hayabusa Super Street Bike I have run an 18:1 air / fuel ratio under full load with no detriment to the engine, a condition that would normally have destroyed the engine through detonation, even with race fuel. I always run this additive as a safety precaution, its far cheaper than an engine rebuild. Its the best thing since sliced bread, I recommend it to all my customers!
We at Wild cat Racing would like to thank power pour for its support in 2008. Any one who runs on regular pump gas and aiming to achieve the maximum performance from there engines knows that limitations in power are always a problem, detonation being the worst off them all. We were offered the chance to try power pour for the 2008 season. Having proved we already had a very good combination we said yes. Our aim was to try and run the car safer and try to reduce in-between round maintenance. Yes all these things look good when you read the label but was it as good as we were told?. Well our 2008 season started great and we broke the et record twice. We also broke the axle and many other parts as our power increased but not the engine even though we added more timing and other than checking compression and valve lash the engine stayed in the car all season. I feel that with the great ice engine and power pour we have found a great combination to go further with in the future. All I can say is that it did what it said on the can and it worked for us.
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