Death Of A Classic Part II

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The solution? Besides avoiding a too-lean fuel-air mixture, proper ignition timing-both initial and total curve-is crucial. It not only keeps detonation in check, but also allows the engine to operate within the temperature range it was designed for. If knocking is a continual problem, try switching brands of fuel; it's an easy way out, and you may hit upon a blend suitable for your engine. Aside from that, you can try installing thicker (not two!) head gaskets, replacement pistons designed for a smooth flame-front advance, and even a water- or alcohol-injection device.

Another more sophisticated approach is that used by auto manufacturers for turbocharged engines: A knock sensor "listens" for detonation signals within the intake manifold . . . and automatically retards ignition timing in fractional increments to allow the engine to operate without damage or noticeable performance loss. (For aftermarket applications, Carter Automotive Co., Inc., 9666 Olive Street Rd., St. Louis, MO 63132, makes the Engine Knock Eliminator which retails at automative supply stores for $114.55.)

Of course, the ultimate solution lies with the petroleum refiners and their ability to cope with the federal mandates as they're proposed and issued. At present, gasoline manufacturers are eyeing refinery modifications . . . and using toluene, methyltertiary-butyl ethyl (MTBE), tertiary-butyl alcohol (TBA), and both methyl and ethyl alcohols as blending agents to maintain the octane rating needed by the public. Ethanol, or grain alcohol, has proved so successful in a 10% blend that it accounts for about 601o of all the gasoline sold in the United States-nearly six billion gallons! But the basic common denominator is cost . . . and if we're going to continue to enjoy ample supplies of highoctane gasoline fuel-without relying upon toxic lead to give it that needed boost-we're going to have to be prepared to pay for it.

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