US WW2 tanks and "Aviation Fuel"
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Title : US WW2 tanks and "Aviation Fuel"
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According to the vehicle datasheets in the back of the Hunnicutt book "Stuart", the light tanks M2A1, M2A2 and Combat Car M1 fuel type is listed as "high comp. 82 octane gasoline minimum, low comp. 75 octane gasoline minimum." On all later light tanks, starting with M2A3 and Combat Car M1A1 fuel type is listed as "80 octane gasoline."
Is it possible that these early regulations regarding "high octane fuel" for US tanks are responsible in part for the "WW2 US tanks used aviation fuel" myth? 2
Now you here in this link article post US WW2 tanks and "Aviation Fuel" the article link here https://billybrunts.blogspot.com/2014/05/us-ww2-tanks-and-fuel.html
Title : US WW2 tanks and "Aviation Fuel"
link : US WW2 tanks and "Aviation Fuel"
US WW2 tanks and "Aviation Fuel"
Often I hear the myth that US M4 Sherman tanks used high octane airplane fuel since they had "airplane engines." It's pretty well documented that M4 Sherman tanks ran on the same 80 octane gasoline as every other vehicle in the US Army inventory. So where did the myth of high octane fuel come from? This question popped into my mind as I was reading "Continental Motors: Its Motors and its People" by William Wagner. In the section on tank engines of the 1930's, he writes:The Continental radial engine, now designated W-670 for military use, was installed experimentally at the Army's Rock Island Arsenal in a number of combat vehicles used to test a variety of components for future tanks.
During tests at Rock Island, a column of W-670-powered light tanks stalled, all within a few hundred feet of each other. They got them started again, but the next day the same thing happened. Carl Bachle (head of engineering at Continental) was called in and diagnosed the problem as "vapor lock," for he saw that the fuel line between the gasoline tank and the carburetor was heating up because it was too near the exhaust.
"As an experiment" he advised, "let's put in some aviation grade fuel." After that there was no trouble at all, so the Army specified that aviation grade must be used. this wasn't necessary at all as a permanent fix," Bachle says. "All they had to do was relocate the fuel line away from the exhaust heat."
During tests at Rock Island, a column of W-670-powered light tanks stalled, all within a few hundred feet of each other. They got them started again, but the next day the same thing happened. Carl Bachle (head of engineering at Continental) was called in and diagnosed the problem as "vapor lock," for he saw that the fuel line between the gasoline tank and the carburetor was heating up because it was too near the exhaust.
"As an experiment" he advised, "let's put in some aviation grade fuel." After that there was no trouble at all, so the Army specified that aviation grade must be used. this wasn't necessary at all as a permanent fix," Bachle says. "All they had to do was relocate the fuel line away from the exhaust heat."
According to the vehicle datasheets in the back of the Hunnicutt book "Stuart", the light tanks M2A1, M2A2 and Combat Car M1 fuel type is listed as "high comp. 82 octane gasoline minimum, low comp. 75 octane gasoline minimum." On all later light tanks, starting with M2A3 and Combat Car M1A1 fuel type is listed as "80 octane gasoline."
Is it possible that these early regulations regarding "high octane fuel" for US tanks are responsible in part for the "WW2 US tanks used aviation fuel" myth? 2
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