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10 Jan 2014, 18:43:40 Atvilkt rakstīja:
Es nez.. Jau daudz gadus pildos gandriz tikai Trestā, jo tas ir pie mājas netālu. Krosinieks, kopš jūlija, arī ēd tikai Tresta beņdžu, jo tas ir pa ceļam uz trasi. K-kur lieki vazāt kannu pa bagāžnieku necenšos. Statoilā iepildos tik tad, ja baigi ilgi jau sarkans deg, bet pamatā lejos Nestē + Rimikartē ieberu pāris saņus... Abi moči un autosi (viss benzīna) griežās.
Gadus 12 atpakaļ (bail samelot) VID pasūtīja mobilās laboratorijas degvielas analizēšanai. Sanāca pie tā projekta arī roku pielikt. Pirms nodošanas vajadzēja testēt, vai visas kalibrācijas utt ir bumbās. Savācām degvielu no 4. stacijām. Pēc testiem Statoilam bija viszemākie radītāji 95 markai. Viss normās, bet tā piedzīts, ka precīzi. Neste bija labākā. Kopš ta laika ir psholoģiskā trauma . Ar maniem apjomiem Statoils dod tik 2 saņus atlaidi, tādēļ neraujos uz šamo. Lai gan saprotu, ka lielākoties jau no viena M krāna visi mūsdienās lej...

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10 Jan 2014, 17:27:43 Niere rakstīja:

10 Jan 2014, 17:14:44 mexa rakstīja:
...man čoms agrāk....
...jūtami labāk...
...nav tik slikts...
...manas automašīnas to spēja sajust...

jūti?

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10 Jan 2014, 17:24:16 Niere rakstīja:
Screwy,
LV autobraucējs, iebraucot DUS, jūtas kā tirgū pie tantēm - "Anniņa man vakar vecu zivi ietirgoja, bet Mildas tantei skābēti kāposti šoreiz šķita bez urīna garšas".

degvielai ir kvalitātes standarti no svara nevis piegādes avots.
LV bieži ir tā pati degviela, kas Norgē vai Somijā, bet sūdzības par to no privātajiem neiet mazumā.
un servisa meistari ir visai naski uz visa norakstīšanu uz izmantoto degvielu. tāpat kā tas ir ar eļļām.
meistari vienkārši saka to, ko tauta grib dzirdēt, jo tad nav jālauza galva un bieži arī jāuzņemās atbildība.

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10 Jan 2014, 18:48:38 Zigmunds rakstīja:

10 Jan 2014, 18:43:40 Atvilkt rakstīja:
Es nez.. Jau daudz gadus pildos gandriz tikai Trestā, jo tas ir pie mājas netālu. Krosinieks, kopš jūlija, arī ēd tikai Tresta beņdžu, jo tas ir pa ceļam uz trasi. K-kur lieki vazāt kannu pa bagāžnieku necenšos. Statoilā iepildos tik tad, ja baigi ilgi jau sarkans deg, bet pamatā lejos Nestē + Rimikartē ieberu pāris saņus... Abi moči un autosi (viss benzīna) griežās.
Gadus 12 atpakaļ (bail samelot) VID pasūtīja mobilās laboratorijas degvielas analizēšanai. Sanāca pie tā projekta arī roku pielikt. Pirms nodošanas vajadzēja testēt, vai visas kalibrācijas utt ir bumbās. Savācām degvielu no 4. stacijām. Pēc testiem Statoilam bija viszemākie radītāji 95 markai. Viss normās, bet tā piedzīts, ka precīzi. Neste bija labākā. Kopš ta laika ir psholoģiskā trauma . Ar maniem apjomiem Statoils dod tik 2 saņus atlaidi, tādēļ neraujos uz šamo. Lai gan saprotu, ka lielākoties jau no viena M krāna visi mūsdienās lej...

tas jau sen ir skaidrs ka statoilā ir dranķīga degviela.

gadiem atpakaļ , kad vairāk ar mašīnām ņēmos, tad ar statoil benzīnu varēja nobraukt mazāk nekā ar nesti - vairākas reizes pārbaudīts.

jau labu laiku ir neste karte ar kredītu, kur vienkārši mēneša beigās apmaksāju patērēo. easy!

[ Šo ziņu laboja Abendrots, 10 Jan 2014, 19:48:43 ]

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[ Šo ziņu laboja Abendrots, 10 Jan 2014, 20:01:44 ]

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10 Jan 2014, 22:16:37 mexa rakstīja:
pildiija tuvakaja baltkrievijas dusaa, no taas valsts sen nesutu benzhu... visos tankos kuinja kkaada

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25 Jun 2013, 10:21:05 feciic rakstīja:
Paturpinot par Statoil, 4 gadus atpakaļ ziemā saskāros ar interesnatu lietu autosam-pēc uzpildīšanās vieno no DUS'iem autosam pazuda jauda un patēriņs pa šoseju borta datora ierasto 6-6,5 litru vietā bija 8,5-10 litri, arī bāka bija tukša nevis pēc 700 bet gan 500 kilometriem. iepildoties nākamajā stacijā atkal tas pats, pēc jau divām izmocītām bākām pierasktījos uz autosa dignaostiku lai saprastu kas par H, sagadījās iepildīties vēl citā Statoilā un volla-auto iet tā kā jāiet, patēriņs normā un arī ar bāku var nobraukt ierasto attālumu. īss bija mans prieks kad pēc nākamās uzpildes sapratu ka atkal esmu iepildījis sūdīgo degvielu un patēriņš ir kosmosā un autosa jauda pakaļā.
Ko Niere var piebilst šinī gadījumā? Autoss brauc ar E95, pildās 100% Statoil un problemātiskajā periodā gaisa temperatūra turējās zem -10grādiem.

Nite,
vecozēn, Tu taču esi dzelžu profs. nu nevar tehnikā izmantot šķietamības.
objektīvu degvielas sniegumu var noskaidrot tikai un vienīgi uz stenda.

piemēram:
savulaik rallija vecmeistars Caune ar Ford Focus no Ogres līdz Rīgai, ar to pašu vietējo Statoil degvielu, iekļāvās 3L/100km patēriņā. Bet vai tas ko pierāda par Statoil degvielas īpašībām? nē! tas ir tikai mārketings.

tāpat šeit pat MP galerijā atrodamā tabula pilnīgi neko neizsaka, kā vien to, ka Skandināvijā ir pilnīgi citi braukšanas apstākļi un iespējams pat uzvedība.

09 Jan 2013, 11:08:59 Niere rakstīja:
Tā kā citā diskursā "Moto degvielas patēriņš" parādās tik populārais mīts par "dramatisko degvielas kvalitātes un patēriņa atšķirību" LV un "Eiropā", pārpublicēju informāciju no Chevron:
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~

FUEL ECONOMY

Fuel economy in the U.S. is usually expressed as the number of miles traveled on one gallon of gasoline (miles per gallon, or mpg). Many drivers calculate vehicle mpg by counting the miles driven between fill-ups. Outside the U.S., fuel economy is usually expressed as liters per 100 kilometers (L/100 km).
Because controlling influencing factors is difficult and often impossible, driving on the road is not a reliable way to determine how fuel economy is affected by gasoline composition. A more accurate determination is possible under controlled laboratory conditions. A vehicle is mounted on a chassis dynamometer in a temperature-controlled space and driven through a specified operating cycle.
The weight or volume of the gasoline consumed during the cycle may be measured or the fuel economy may be calculated from the weight fraction of carbon compounds in the vehicle’s exhaust.
Figure 1.3 shows that the average fuel economies of two fleets of vehicles are proportional to the heating values of the gasolines tested.4 This is the relationship predicted by combustion theory. In the test, the newer fleet was composed of 1989 model-year cars and the older fleet included 1984–1985 model-year cars. The test involved two different sets of gasolines(Matrix A and Matrix B) that varied in aromatics content, olefins content, oxygen content, oxygenate type, and several other properties (see page 31). Results show that heating values can be used as surrogates for actual fuel economy measurements when considering the effect of gasoline composition on fuel economy.
Conventional fuels always have varied in heating value. One cause is the formulation differences among batches and among refiners. A survey of 1990–1991 conventional gasolines found that the heating value of summer gasolines varied over an 8 percent range.5 Heating value also varies by grade and by season. On average, the heating value of premium-grade gasoline is about 0.7 percent higher than regular grade because premium grade, in general, contains more aromatic hydrocarbons, the class of hydrocarbons with the highest densities. The heating value of winter gasoline is about 1.5 percent lower than summer gasoline because winter gasoline contains more volatile, less dense hydrocarbons. Oxygenated gasolines (see page 53) have lower heating values because the heating values of the oxygenate components are lower than those of the hydrocarbons they displace. The percentage decrease in heating value is close to the mass percent oxygen in the gasoline. For example, in keeping with federal regulations, gasoline in carbon monoxide nonattainment areas in the U.S. is oxygenated to a minimum of 2.7 mass percent oxygen during four or five winter months.6 The heating value of the oxygenated product is about 2.7 mass percent lower than that of conventional gasoline. In addition, federal RFG and California Phase 3 RFG in federal RFG areas are typically oxygenated year-round to an average oxygen content of about 2 mass percent. The resulting heating values are about 2 percent lower than that of conventional gasoline. California Phase 3 RFG also has limits on distillation temperatures and aromatics content, which has the secondary effect of lowering the density of the fuel. These limits reduce heating value by about another 1 percent.
The gasolines that produced the results displayed in Figure 1.3 were specially formulated to span a wide range of compositions. The compositional variations were much greater than those separating conventional and reformulated commercial gasolines. Thus, the results provide solid evidence that RFG does not exert an unusual effect on fuel economy.
Individual drivers have reported decreases of 10 percent, 15 percent, and even 20 percent in fuel economy when they began using RFG. Not surprisingly, many of the claims are anecdotal. Most drivers do not keep continuous fuel-economy records, so they don’t have a meaningful fuel-economy baseline for the gasoline they previously used. Even with a baseline, a fuel-economy value based on the consumption of a single tank of gasoline can be misleading. Drivers interested in fuel economy should average results over several tanks of gasoline or, better yet, over several months of driving.

Heating Value
Heating Value The heating value (also referred to as energy content) of gasoline is its heat of combustion, or the heat released when a known quantity of fuel is burned under specific conditions. In the U.S., heating value is usually expressed as British thermal units (Btus) per pound or per gallon at 60°F. The international metric (SI) units are joules per kilogram (J/kg) or joules per cubic meter (J/m3) at 15°C. For gross heating value, the water produced by the combustion is assumed to be recondensed to a liquid. For the lower net heating value, the water is assumed to remain a gas. All engines exhaust water as a gas, so net heating value is appropriate for comparing different fuels. Because gasoline is sold by volume, it is customary to express gasoline heating values per unit volume, specifically, Btu per gallon (or J/m3). This is the value that correlates with fuel economy because fuel economy is expressed per unit volume (mpg) in the U.S. or volume per distance (L/100 km) in much of the rest of the world. The densities of the hydrocarbons in gasoline vary over a much wider range from their heating values per unit weight. Consequently, compositional changes that result in density changes are accompanied by changes in heating value per unit volume. If the density of a conventional gasoline decreases, its heating value per unit volume also decreases.
Adding oxygenates to conventional gasoline also decreases heating value.
Oxygenates have lower heating values than hydrocarbons on both unit-weight and unit-volume bases. The amount of decrease depends on the amounts and identities of the oxygenates.

Factors Affecting Fuel Economy

Fuel economy is affected by a vehicle’s size, weight, aerodynamics, fuel delivery system, engine design, and transmission type. These factors remain constant for a specific vehicle.
There are, however, many variable factors that influence fuel economy. As mentioned, the heating value of gasoline is one. Weather conditions, air conditioner use, road conditions, the route driven, traffic, driving speed, and driving style are others. Fuel economy is also affected by the mechanical condition of the car, including the engine tune, wheel alignment, and tire pressure. Some of these non gasoline factors have the potential to cause substantial changes in fuel economy. Table 1.4 lists average and maximum effects published by the U.S. Environmental Protection Agency (EPA).
Carbonaceous engine deposits can build up over time and degrade fuel economy and other performance attributes, but these problems can be reduced with the use of deposit control additives. This subject is discussed in detail in Chapter 6, “Gasoline Vehicles – Deposit Control.”
Winter-related factors can combine to lower fuel economy up to 20 percent compared to summer factors. These include rain or snow on the road, which increases tire resistance.
In addition, for safety a driver may need to slow down to a less fuel-efficient speed. In cold weather, a richer air-fuel mixture is required to start and warm up an engine. Much of the warm-up is done at idle because of the need to defog or defrost windows. Also, in many vehicles, the air conditioner is operated to assist defogging. More energy is required to overcome the resistance created by the higher viscosities of cold lubricants, including engine oil, transmission fluid, and differential lubricant.
Short trips are worse for fuel economy than long trips because a cold engine uses more fuel than a warm engine and requires more energy to overcome the resistance of cold lubricants. Traffic jams and bumper-to-bumper driving exact a heavy toll on fuel economy.

Fuel Economy Road Test
The results of a Wisconsin on-road fuel economy test demonstrate that some of the above factors can have a much bigger effect on fuel economy than a small percentage change in gasoline heating value.

The test was designed to minimize all factors affecting fuel economy except gasoline composition. Fueled with various gasolines, vehicles were driven over the same route of 100 miles (161 kilometers) of urban and suburban roads. The fuel economy of each vehicle was measured four times for each gasoline: once in the morning and afternoon of the same day and again in the morning and afternoon of one day a week later. In some cases, a vehicle was driven by the same driver both days. Other vehicles were driven by more than one driver. When the results for the two weeks were compared, most of the fuel economies in the second week were lower. The differences were greater than 10 percent for a quarter of the car-fuel combinations. Two factors that probably contributed to the week-to-week differences were driver changes and a weather change.
Ambient temperatures were lower in the second week; on some days, noontime temperatures were as much as 17°C (30°F) cooler than the average noontime temperature of the preceding week.
The gasolines used in the Wisconsin test were commercial gasolines, either a conventional gasoline or a federal RFG oxygenated with methyl tertiary butyl ether (MTBE), ethyl tertiary butyl ether (ETBE), or ethanol (EtOH). When the results for all the road tests of all the vehicles were combined, the average fuel economy of the three oxygenated federal RFGs was 2.8 percent lower than the average fuel economy of the conventional gasoline. This value was much less than the 10 percent week-to-week difference for some of the car-fuel combinations but within the range predicted by the differences in the gasolines’ heating values.

OTHER PERFORMANCE FACTORS
Many gasolines available around the world contain oxygenates. In engines without closed-loop feedback systems, oxygenated gasoline leans the air-fuel mixture. Fuel leaning can cause some degradation in driveability, depending on an engine’s calibration.
Without fuel additives, deposits form throughout an engine’s intake system, including in the fuel injectors, carburetor, intake manifold, and intake ports and on the intake valves. Deposits can be very deleterious to engine performance, degrading driveability, decreasing power and fuel economy, and increasing emissions.
Today, we commonly discuss gasoline or gasoline powered vehicles and their impact on air quality. A number of metropolitan areas in the U.S. fail to meet one or more federal air quality standards. In some of these areas, on-road vehicles are responsible for more than half of the emissions that either primarily or secondarily cause violations of air quality standards.
Other major metropolitan areas throughout the world also are experiencing serious air pollution problems.
This chapter explains who regulates emissions and how and why they do it. It also explains which emissions come from vehicles and how those emissions are formed. Finally, it explains how emissions are affected by gasoline characteristics and how gasoline is being reformulated to help reduce emissions.
The explanations are complicated because they involve complex regulations and complex science. As a consequence, keeping this review short and simple is challenging. The numerous acronyms and abbreviations are unavoidable; both government regulation and science use them heavily.

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