Frequently Asked Questions about our racing products
A racing fuel offers:
→ Optimised performance: greater torque, more power
→ Engine reliability: improved knocking resistance, increased combustion speed
→ Quality constancy: allows operation with optimised mapping
Service station fuels are made of refining cuts assembled to meet administrative technical requirements at the lowest possible cost.
As a general rule, racing fuels are assembled according to fixed formulations defined to provide optimum performance. Each formulation is adapted to its intended use (naturally aspirated or turbo-charged engines, two- or four-stroke engines, etc.)
Racing fuels are to service station fuels what Haute-Couture is to off-the-peg clothing.
In five points:
→ All our racing fuels are tested and validated by engine manufacturers before being included in our range
→ Each new fuel is an upgrade from the previous reference
→ All our products are of constant quality, not always the case with our competitors
→ We have more than 40 years of racing experience
→ We have a worldwide presence
Depending on the fuel used and the engine, part of the performance offered by the fuel is immediately noticeable. By making further adjustments (e.g. by adjusting the spark timing on naturally aspirated engines), engine performance can be further improved. You should, however, obtain a technical opinion from your dealer..
→ Octane number : After mapping adaptation, it promotes engine protection and reliability thanks to its high-load anti-knock properties. The octane number provides power gains (compression ratio, spark timing and air/fuel ratio)
→Combustion speed: This second parameter provides increased power by promoting better yield.
→ Oxygen compounds : The use of oxygen compounds increases the fuel's vaporisation heat.
Racing fuel design is governed by another parameter: the regulations to which it must conform.
Not alone. Other parameters are involved: its combustion speed and charge cooling. Thus, a racing fuel intended for Formula 1 will prefer combustion speed to a high octane number.
The average consumption of a Formula 1 racing car is approximately 70 L/100km. Bear in mind that the entire F1 platform in 2011, comprising 12 teams and 24 drivers, consumes less for the entire season than a single Paris-New York return long-haul flight.
The use of the correct viscosity grade guarantees optimum engine or gearbox protection. The choice of oil should generally be based on the recommendations of the manufacturer, who designed its parts according to a given oil viscosity. If in doubt, choosing a viscous lubricant limits the risk of wear, though at the expense of performance.
An oil grade is defined by two elements:
→ A winter grade (0W, 5W, 10W, etc.) representing ignition problems at very low temperatures. A 0W grade will be more fluid when cold than a 5W grade.
→ A hot grade (20, 30, 40, etc.), corresponding to the oil's viscosity in a hot engine. A grade 40 oil, more viscous than a grade 30, provides a greater degree of engine protection, but also lower performance due to viscous loss.
The role of the lubricant is first and foremost to reduce the engine or gearbox's internal friction, limiting wear and power loss. As such, the oil guarantees the engine's integrity, thus preserving its performance. Moreover, reducing energy loss through mechanical friction keeps more power for vehicle propulsion.For this reason, TOTAL's researchers have been working on two important points:
→ Optimisation of lubricant viscosity (rheology), guaranteeing a sufficient oil film thickness between moving parts
→ Development of efficient additive blending to prevent wear, reduce friction, ensure that oil change intervals are met, prevent foaming, etc.
A more fluid oil allows better performance thanks to the reduced friction (shear-related power loss is less with thinner oil films).
The flow limit is reached when the oil film is broken; this results in engine breakage.
In general terms, a viscous oil is better suited to engines operating at high temperatures, whereas a fluid oil is generally effective in engines that do not become excessively hot.
The specific operation of a 2-stroke engine requires joint combustion of the lubricant with the fuel in the combustion chamber. In addition to protecting the engine against wear, the requirements for a 2-stroke oil are to limit the appearance of exhaust fumes and to reduce the formation of carbon deposits in the combustion chamber. The HTX range 2-stroke oils possess an additive blend specifically developed to meet these requirements.
A 4-stroke oil, which is not consumed during combustion, must on the other hand conform to requirements for oil change intervals and coking resistance on the engine's hot parts. This is achieved through the development of additives whose performance, however, is incompatible with the requirements of 2-stroke engines (presence of ash).
No! The contact pressures associated with the transition of engine torque between the gearbox pinion teeth generally require an extreme-pressure additive blend that an engine oil does not generally possess.
Furthermore, the action of the synchronizers that guarantee smooth gear changes requires precise control of friction coefficients. The presence of friction-reducing agents in certain engine oils would thus significantly disrupt gear changes.