Gasoline

**Gasoline** (American English), or **petrol** (British English), is a clear petroleum-derived flammable liquid that is used primarily as a fuel in most spark-ignited internal combustion engines. It consists mostly of organic compounds obtained by the fractional distillation of petroleum, enhanced with a variety of additives. On average, a 42-U.S.-gallon (160-liter) barrel of crude oil yields about 19 U.S. gallons (72 liters) of gasoline (among other refined products) after processing in an oil refinery, though this varies based on the crude oil assay.

The characteristic of a particular gasoline blend to resist igniting too early (which causes knocking and reduces efficiency in reciprocating engines) is measured by its octane rating which is produced in several grades. Tetraethyl lead and other lead compounds are no longer used in most areas to increase octane rating (still used in aviation and auto-racing). Other chemicals are frequently added to gasoline to improve chemical stability and performance characteristics, control corrosiveness and provide fuel system cleaning. Gasoline may contain oxygen-containing chemicals such as ethanol, MTBE or ETBE to improve combustion.

Gasoline used in internal combustion engines can have significant effects on the local environment, and is also a contributor to global human carbon dioxide emissions. Gasoline can also enter the environment uncombusted, both as liquid and as vapor, from leakage and handling during production, transport and delivery (e.g., from storage tanks, from spills, etc.). As an example of efforts to control such leakage, many underground storage tanks are required to have extensive measures in place to detect and prevent such leaks. Gasoline contains benzene and other known carcinogens.

## Chemical analysis and production

Gasoline is produced in oil refineries. Roughly 19 U.S. gallons (72 L) of gasoline is derived from a 42-U.S.-gallon (160 L) barrel of crude oil. Material separated from crude oil via distillation, called virgin or straight-run gasoline, does not meet specifications for modern engines (particularly the octane rating; see below), but can be pooled to the gasoline blend.

The bulk of a typical gasoline consists of a homogeneous mixture of small, relatively lightweight hydrocarbons with between 4 and 12 carbon atoms per molecule (commonly referred to as C4–C12). It is a mixture of paraffins (alkanes), olefins (alkenes) and cycloalkanes (naphthenes). The usage of the terms *paraffin* and *olefin* in place of the standard chemical nomenclature *alkane* and *alkene*, respectively, is particular to the oil industry. The actual ratio of molecules in any gasoline depends upon:

* the oil refinery that makes the gasoline, as not all refineries have the same set of processing units;
* the crude oil feed used by the refinery;
* the grade of gasoline (in particular, the octane rating).

The various refinery streams blended to make gasoline have different characteristics. Some important streams include:

* **straight-run gasoline**, commonly referred to as *naphtha*, which is distilled directly from crude oil. Once the leading source of fuel, its low octane rating required lead additives. It is low in aromatics (depending on the grade of the crude oil stream) and contains some cycloalkanes (naphthenes) and no olefins (alkenes). Between 0 and 20 percent of this stream is pooled into the finished gasoline, because the supply of this fraction is insufficient and its RON is too low. The chemical properties (namely RON and Reid vapor pressure) of the straight-run gasoline can be improved through reforming and isomerisation. However, before feeding those units, the naphtha needs to be split into light and heavy naphtha. Straight-run gasoline can also be used as a feedstock for steam-crackers to produce olefins.
* **reformate**, produced in a catalytic reformer, has a high octane rating with high aromatic content and relatively low olefin content. Most of the benzene, toluene and xylene (the so-called BTX hydrocarbons) are more valuable as chemical feedstocks and are thus removed to some extent.
* **catalytic cracked gasoline**, or catalytic cracked naphtha, produced with a catalytic cracker, has a moderate octane rating, high olefin content and moderate aromatic content.
* **hydrocrackate** (heavy, mid and light), produced with a hydrocracker, has a medium to low octane rating and moderate aromatic levels.
* **alkylate** is produced in an alkylation unit, using isobutane and olefins as feedstocks. Finished alkylate contains no aromatics or olefins and has a high MON.
* **isomerate** is obtained by isomerizing low-octane straight-run gasoline into iso-paraffins (non-chain alkanes, such as isooctane). Isomerate has a medium RON and MON, but no aromatics or olefins.
* **butane** is usually blended in the gasoline pool, although the quantity of this stream is limited by the RVP specification.

The terms above are the jargon used in the oil industry and terminology varies.

Currently, many countries set limits on gasoline aromatics in general, benzene in particular, and olefin (alkene) content. Such regulations have led to an increasing preference for high-octane pure paraffin (alkane) components, such as alkylate, and are forcing refineries to add processing units to reduce benzene content. In the European Union, the benzene limit is set at 1% by volume for all grades of automotive gasoline.

Gasoline can also contain other organic compounds, such as organic ethers (deliberately added), plus small levels of contaminants, in particular organosulfur compounds (which are usually removed at the refinery).

## Physical properties

### Density

The specific gravity of gasoline is from 0.71 to 0.77, with higher densities having a greater volume of aromatics. Finished marketable gasoline is traded (in Europe) with a standard reference of 0.755 kg/L (6.30 lb/US gal), and its price is escalated or de-escalated according to its actual density. Because of its low density, gasoline floats on water, and so water cannot generally be used to extinguish a gasoline fire unless applied in a fine mist.

### Stability

Quality gasoline should be stable for six months if stored properly, but as gasoline is a mixture rather than a single compound, it will break down slowly over time due to the separation of the components. Gasoline stored for a year will most likely be able to be burned in an internal combustion engine without too much trouble but the effects of long-term storage will become more noticeable with each passing month until a time comes when the gasoline should be diluted with ever-increasing amounts of freshly made fuel so that the older gasoline may be used up. If left undiluted, improper operation will occur and this may include engine damage from misfiring or the lack of proper action of the fuel within a fuel injection system and from an onboard computer attempting to compensate (if applicable to the vehicle). Gasoline should ideally be stored in an airtight container (to prevent oxidation or water vapor mixing in with the gas) that can withstand the vapor pressure of the gasoline without venting (to prevent the loss of the more volatile fractions) at a stable cool temperature (to reduce the excess pressure from liquid expansion and to reduce the rate of any decomposition reactions). When gasoline is not stored correctly, gums and solids may result, which can corrode system components and accumulate on wetted surfaces, resulting in a condition called "stale fuel". Gasoline containing ethanol is especially subject to absorbing atmospheric moisture, then forming gums, solids or two phases (a hydrocarbon phase floating on top of a water-alcohol phase).

The presence of these degradation products in the fuel tank or fuel lines plus a carburetor or fuel injection components makes it harder to start the engine or causes reduced engine performance. On resumption of regular engine use, the buildup may or may not be eventually cleaned out by the flow of fresh gasoline. The addition of a fuel stabilizer to gasoline can extend the life of fuel that is not or cannot be stored properly, though removal of all fuel from a fuel system is the only real solution to the problem of long-term storage of an engine or a machine or vehicle. Typical fuel stabilizers are proprietary mixtures containing mineral spirits, isopropyl alcohol, 1,2,4-trimethylbenzene or other additives. Fuel stabilizers are commonly used for small engines, such as lawnmower and tractor engines, especially when their use is sporadic or seasonal (little to no use for one or more seasons of the year). Users have been advised to keep gasoline containers more than half full and properly capped to reduce air exposure, to avoid storage at high temperatures, to run an engine for ten minutes to circulate the stabilizer through all components prior to storage, and to run the engine at intervals to purge stale fuel from the carburetor.

Gasoline stability requirements are set by the standard ASTM D4814. This standard describes the various characteristics and requirements of automotive fuels for use over a wide range of operating conditions in ground vehicles equipped with spark-ignition engines.

### Energy content

A gasoline-fueled internal combustion engine obtains energy from the combustion of gasoline's various hydrocarbons with oxygen from the ambient air, yielding carbon dioxide and water as exhaust. The combustion of octane, a representative species, performs the chemical reaction:

2

C

8

H

18

25

O

2

⟶
16

CO

2

18

H

2

O

{\displaystyle \ce{2 C8H18 + 25 O2 -> 16 CO2 + 18 H2O
}}

By weight, gasoline contains about 46.7 MJ/kg (13.0 kWh/kg; 21.2 MJ/lb) or by volume 33.6 megajoules per litre (9.3 kWh/l; 127 MJ/US gal; 121,000 Btu/US gal), quoting the lower heating value. Gasoline blends differ, and therefore actual energy content varies according to the season and producer by up to 1.75% more or less than the average. On average, about 74 L (19.5 US gal; 16.3 imp gal) of gasoline are available from a barrel of crude oil (about 46% by volume), varying with the quality of the crude and the grade of the gasoline. The remainder are products ranging from tar to naphtha.

A high-octane-rated fuel, such as liquefied petroleum gas (LPG), has an overall lower power output at the typical 10:1 compression ratio of an engine design optimized for gasoline fuel. An engine tuned for LPG fuel via higher compression ratios (typically 12:1) improves the power output. This is because higher-octane fuels allow for a higher compression ratio without knocking, resulting in a higher cylinder temperature, which improves efficiency. Also, increased mechanical efficiency is created by a higher compression ratio through the concomitant higher expansion ratio on the power stroke, which is by far the greater effect. The higher expansion ratio extracts more work from the high-pressure gas created by the combustion process. An Atkinson cycle engine uses the timing of the valve events to produce the benefits of a high expansion ratio without the disadvantages, chiefly detonation, of a high compression ratio. A high expansion ratio is also one of the two key reasons for the efficiency of diesel engines, along with the elimination of pumping losses due to throttling of the intake air flow.

The lower energy content of LPG by liquid volume in comparison to gasoline is due mainly to its lower density. This lower density is a property of the lower molecular weight of propane (LPG's chief component) compared to gasoline's blend of various hydrocarbon compounds with heavier molecular weights than propane. Conversely, LPG's energy content by weight is higher than gasoline's due to a higher hydrogen-to-carbon ratio.

Molecular weights of the representative octane combustion are C8H18 114, O2 32, CO2 44, H2O 18; therefore 1 kg of fuel reacts with 3.51 kg of oxygen to produce 3.09 kg of carbon dioxide and 1.42 kg of water.

## Octane rating

Main articles: Octane rating
Spark-ignition engines are designed to burn gasoline in a controlled process called deflagration. However, the unburned mixture may autoignite by pressure and heat alone, rather than igniting from the spark plug at exactly the right time, causing a rapid pressure rise which can damage the engine. This is often referred to as engine knocking or end-gas knock. Knocking can be reduced by increasing the gasoline's resistance to autoignition, which is expressed by its octane rating.

Octane rating is measured relative to a mixture of 2,2,4-trimethylpentane (an isomer of octane) and n-heptane. There are different conventions for expressing octane ratings, so the same physical fuel may have several different octane ratings based on the measure used. One of the best known is the research octane number (RON).

The octane rating of typical commercially available gasoline varies by country. In Finland, Sweden and Norway, 95 RON is the standard for regular unleaded gasoline and 98 RON is also available as a more expensive option.

In the United Kingdom, ordinary regular unleaded gasoline is sold at 95 RON (commonly available), premium unleaded gasoline is always 97 RON, and super-unleaded is usually 97–98 RON. However, both Shell and BP produce fuel at 102 RON for cars with high-performance engines, and in 2006 the supermarket chain Tesco began to sell super-unleaded gasoline rated at 99 RON.

In the United States, octane ratings in unleaded fuels vary between 85 and 87 AKI (91–92 RON) for regular, 89–90 AKI (94–95 RON) for mid-grade (equivalent to European regular), up to 90–94 AKI (95–99 RON) for premium (European premium).

As South Africa's largest city, Johannesburg, is located on the Highveld at 1,753 metres (5,751 ft) above sea level, the Automobile Association of South Africa recommends 95-octane gasoline at low altitude and 93-octane for use in Johannesburg because "The higher the altitude the lower the air pressure, and the lower the need for a high octane fuel as there is no real performance gain".

Octane rating became important as the military sought higher output for aircraft engines in the late 1930s and the 1940s. A higher octane rating allows a higher compression ratio or supercharger boost, and thus higher temperatures and pressures, which translate to higher power output. Some scientists even predicted that a nation with a good supply of high-octane gasoline would have the advantage in air power. In 1943, the Rolls-Royce Merlin aero engine produced 1,320 horsepower (984 kW) using 100 RON fuel from a modest 27-liter displacement. By the time of Operation Overlord, both the RAF and USAAF were conducting some operations in Europe using 150 RON fuel (100/150 avgas), obtained by adding 2.5% aniline to 100-octane avgas. By this time the Rolls-Royce Merlin 66 was developing 2,000 hp using this fuel.

### Antiknock additives

Almost all countries in the world have phased out automotive leaded fuel. In 2011, six countries were still using leaded gasoline: Afghanistan, Myanmar, North Korea, Algeria, Iraq and Yemen. It was expected that by the end of 2013 those countries, too, would ban leaded gasoline, but this target was not met. Algeria replaced leaded with unleaded automotive fuel only in 2015. Different additives have replaced the lead compounds. The most popular additives include aromatic hydrocarbons, ethers and alcohol (usually ethanol or methanol). For technical reasons, the use of leaded additives is still permitted worldwide for the formulation of some grades of aviation gasoline such as 100LL, because the required octane rating would be technically infeasible to reach without the use of leaded additives.

#### Tetraethyllead

Main articles: Tetraethyllead
Gasoline, when used in high-compression internal combustion engines, tends to autoignite or "detonate" causing damaging engine knocking (also called "pinging" or "pinking"). To address this problem, tetraethyllead (TEL) was widely adopted as an additive for gasoline in the 1920s. With the discovery of the seriousness of the extent of environmental and health damage caused by lead compounds, however, and the incompatibility of lead with catalytic converters, governments began to mandate reductions in gasoline lead.

In the United States, the Environmental Protection Agency issued regulations to reduce the lead content of leaded gasoline over a series of annual phases, scheduled to begin in 1973 but delayed by court appeals until 1976. By 1995, leaded fuel accounted for only 0.6 percent of total gasoline sales and under 2000 short tons (1814 t) of lead per year. From 1 January 1996, the U.S. Clean Air Act banned the sale of leaded fuel for use in on-road vehicles in the U.S. The use of TEL also necessitated other additives, such as dibromoethane.

European countries began replacing lead-containing additives by the end of the 1980s, and by the end of the 1990s, leaded gasoline was banned within the entire European Union.

Reduction in the average lead content of human blood is believed to be a major cause for falling violent crime rates around the world, including in the United States and South Africa. A statistically significant correlation has been found between the usage rate of leaded gasoline and violent crime: taking into account a 22-year time lag, the violent crime curve virtually tracks the lead exposure curve.

#### Lead replacement petrol

Lead replacement petrol (LRP) was developed for vehicles designed to run on leaded fuels and incompatible with unleaded fuels. Rather than tetraethyllead it contains other metals such as potassium compounds or methylcyclopentadienyl manganese tricarbonyl (MMT); these are purported to buffer soft exhaust valves and seats so that they do not suffer recession due to the use of unleaded fuel.

LRP was marketed during and after the phaseout of leaded motor fuels in the United Kingdom, Australia, South Africa and some other countries. Consumer confusion led to a widespread mistaken preference for LRP rather than unleaded, and LRP was phased out 8 to 10 years after the introduction of unleaded.

Leaded gasoline was withdrawn from sale in Britain after 31 December 1999, seven years after EEC regulations signaled the end of production for cars using leaded gasoline in member states. At this stage, a large percentage of cars from the 1980s and early 1990s which ran on leaded gasoline were still in use, along with cars which could run on unleaded fuel. However, the declining number of such cars on British roads saw many gasoline stations withdrawing LRP from sale by 2003.

#### MMT

Methylcyclopentadienyl manganese tricarbonyl (MMT) is used in Canada and the US to boost octane rating. It also helps old cars designed for leaded fuel run on unleaded fuel without the need for additives to prevent valve problems. Its use in the United States has been restricted by regulations. Its use in the European Union is restricted by Article 8a of the Fuel Quality Directive following its testing under the Protocol for the evaluation of effects of metallic fuel-additives on the emissions performance of vehicles.

### Fuel stabilizers (antioxidants and metal deactivators)

Gummy, sticky resin deposits result from oxidative degradation of gasoline during long-term storage. These harmful deposits arise from the oxidation of alkenes and other minor components in gasoline (see drying oils). Improvements in refinery techniques have generally reduced the susceptibility of gasolines to these problems. Previously, catalytically or thermally cracked gasolines were most susceptible to oxidation. The formation of gums is accelerated by copper salts, which can be neutralized by additives called metal deactivators.

This degradation can be prevented through the addition of 5–100 ppm of antioxidants, such as phenylenediamines and other amines. Hydrocarbons with a bromine number of 10 or above can be protected with the combination of unhindered or partially hindered phenols and oil-soluble strong amine bases, such as hindered phenols. "Stale" gasoline can be detected by a colorimetric enzymatic test for organic peroxides produced by oxidation of the gasoline.

Gasolines are also treated with metal deactivators, which are compounds that sequester (deactivate) metal salts that otherwise accelerate the formation of gummy residues. The metal impurities might arise from the engine itself or as contaminants in the fuel.

### Detergents

Gasoline, as delivered at the pump, also contains additives to reduce internal engine carbon buildups, improve combustion and allow easier starting in cold climates. High levels of detergent can be found in Top Tier Detergent Gasolines. The specification for Top Tier Detergent Gasolines was developed by four automakers: GM, Honda, Toyota, and BMW. According to the bulletin, the minimal U.S. EPA requirement is not sufficient to keep engines clean. Typical detergents include alkylamines and alkyl phosphates at the level of 50–100 ppm.

### Ethanol

See also: Ethanol fuel, Common ethanol fuel mixtures
#### European Union

In the EU, 5% ethanol can be added within the common gasoline spec (EN 228). Discussions are ongoing to allow 10% blending of ethanol (available in Finnish, French and German gas stations). In Finland, most gasoline stations sell 95E10, which is 10% ethanol, and 98E5, which is 5% ethanol. Most gasoline sold in Sweden has 5–15% ethanol added. Three different ethanol blends are sold in the Netherlands—E5, E10 and hE15. The last of these differs from standard ethanol–gasoline blends in that it consists of 15% hydrous ethanol (i.e., the ethanol–water azeotrope) instead of the anhydrous ethanol traditionally used for blending with gasoline.

#### Brazil

The Brazilian National Agency of Petroleum, Natural Gas and Biofuels (ANP) requires gasoline for automobile use to have 27.5% of ethanol added to its composition. Pure hydrated ethanol is also available as a fuel.

#### Australia

Legislation requires retailers to label fuels containing ethanol on the dispenser, and limits ethanol use to 10% of gasoline in Australia. Such gasoline is commonly called E10 by major brands, and it is cheaper than regular unleaded gasoline.

#### United States

The federal Renewable Fuel Standard (RFS) effectively requires refiners and blenders to blend renewable biofuels (mostly ethanol) with gasoline, sufficient to meet a growing annual target of total gallons blended. Although the mandate does not require a specific percentage of ethanol, annual increases in the target combined with declining gasoline consumption has caused the typical ethanol content in gasoline to approach 10%. Most fuel pumps display a sticker that states that the fuel may contain up to 10% ethanol, an intentional disparity that reflects the varying actual percentage. Until late 2010, fuel retailers were only authorized to sell fuel containing up to 10 percent ethanol (E10), and most vehicle warranties (except for flexible fuel vehicles) authorize fuels that contain no more than 10 percent ethanol. In parts of the United States, ethanol is sometimes added to gasoline without an indication that it is a component.

#### India

In October 2007, the Government of India decided to make 5% ethanol blending (with gasoline) mandatory. Currently, 10% ethanol blended product (E10) is being sold in various parts of the country. Ethanol has been found in at least one study to damage catalytic converters.

### Dyes

Main articles: Fuel dyes
Though gasoline is a naturally colorless liquid, many gasolines are dyed in various colors to indicate their composition and acceptable uses. In Australia, the lowest grade of gasoline (RON 91) was dyed a light shade of red/orange and is now the same colour as the medium grade (RON 95) and high octane (RON 98) which are dyed yellow. In the United States, aviation gasoline (avgas) is dyed to identify its octane rating and to distinguish it from kerosene-based jet fuel, which is clear. In Canada, the gasoline for marine and farm use is dyed red and is not subject to sales tax.

### Oxygenate blending

Oxygenate blending adds oxygen-bearing compounds such as MTBE, ETBE, TAME, TAEE, ethanol and biobutanol. The presence of these oxygenates reduces the amount of carbon monoxide and unburned fuel in the exhaust. In many areas throughout the U.S., oxygenate blending is mandated by EPA regulations to reduce smog and other airborne pollutants. For example, in Southern California, fuel must contain 2% oxygen by weight, resulting in a mixture of 5.6% ethanol in gasoline. The resulting fuel is often known as reformulated gasoline (RFG) or oxygenated gasoline, or in the case of California, California reformulated gasoline. The federal requirement that RFG contain oxygen was dropped on 6 May 2006 because the industry had developed VOC-controlled RFG that did not need additional oxygen.

MTBE was phased out in the U.S. due to groundwater contamination and the resulting regulations and lawsuits. Ethanol and, to a lesser extent, the ethanol-derived ETBE are common substitutes. A common ethanol-gasoline mix of 10% ethanol mixed with gasoline is called gasohol or E10, and an ethanol-gasoline mix of 85% ethanol mixed with gasoline is called E85. The most extensive use of ethanol takes place in Brazil, where the ethanol is derived from sugarcane. In 2004, over 3.4 billion US gallons (2.8 billion imp gal; 13 million m³) of ethanol was produced in the United States for fuel use, mostly from corn, and E85 is slowly becoming available in much of the United States, though many of the relatively few stations vending E85 are not open to the general public.

The use of bioethanol and bio-methanol, either directly or indirectly by conversion of ethanol to bio-ETBE, or methanol to bio-MTBE is encouraged by the European Union Directive on the Promotion of the use of biofuels and other renewable fuels for transport. Since producing bioethanol from fermented sugars and starches involves distillation, though, ordinary people in much of Europe cannot legally ferment and distill their own bioethanol at present (unlike in the U.S., where getting a BATF distillation permit has been easy since the 1973 oil crisis).

## Safety

### Environmental considerations

Combustion of 1 U.S. gallon (3.8 L) of gasoline produces 8.74 kilograms (19.3 lb) of carbon dioxide (2.3 kg/l), a greenhouse gas.

The main concern with gasoline on the environment, aside from the complications of its extraction and refining, is the effect on the climate through the production of carbon dioxide. Unburnt gasoline and evaporation from the tank, when in the atmosphere, reacts in sunlight to produce photochemical smog. Vapor pressure initially rises with some addition of ethanol to gasoline, but the increase is greatest at 10% by volume. At higher concentrations of ethanol above 10%, the vapor pressure of the blend starts to decrease. At a 10% ethanol by volume, the rise in vapor pressure may potentially increase the problem of photochemical smog. This rise in vapor pressure could be mitigated by increasing or decreasing the percentage of ethanol in the gasoline mixture.

The chief risks of such leaks come not from vehicles, but from gasoline delivery truck accidents and leaks from storage tanks. Because of this risk, most (underground) storage tanks now have extensive measures in place to detect and prevent any such leaks, such as monitoring systems (Veeder-Root, Franklin Fueling).

Production of gasoline consumes 0.63 gallons of water per mile driven.

### Toxicity

The safety data sheet for a 2003 Texan unleaded gasoline shows at least 15 hazardous chemicals occurring in various amounts, including benzene (up to 5% by volume), toluene (up to 35% by volume), naphthalene (up to 1% by volume), trimethylbenzene (up to 7% by volume), methyl *tert*-butyl ether (MTBE) (up to 18% by volume, in some states) and about ten others. Hydrocarbons in gasoline generally exhibit low acute toxicities, with LD50 of 700–2700 mg/kg for simple aromatic compounds. Benzene and many antiknocking additives are carcinogenic.

People can be exposed to gasoline in the workplace by swallowing it, breathing in vapors, skin contact, and eye contact. Gasoline is toxic. The National Institute for Occupational Safety and Health (NIOSH) has also designated gasoline as a carcinogen. Physical contact, ingestion or inhalation can cause health problems. Since ingesting large amounts of gasoline can cause permanent damage to major organs, a call to a local poison control center or emergency room visit is indicated.

Contrary to common misconception, swallowing gasoline does not generally require special emergency treatment, and inducing vomiting does not help, and can make it worse. According to poison specialist Brad Dahl, "even two mouthfuls wouldn't be that dangerous as long as it goes down to your stomach and stays there or keeps going." The US CDC's Agency for Toxic Substances and Disease Registry says not to induce vomiting, lavage, or administer activated charcoal.

### Inhalation for intoxication

Inhaled (huffed) gasoline vapor is a common intoxicant. Users concentrate and inhale gasoline vapour in a manner not intended by the manufacturer to produce euphoria and intoxication. Gasoline inhalation has become epidemic in some poorer communities and indigenous groups in Australia, Canada, New Zealand, and some Pacific Islands. The practice is thought to cause severe organ damage, including mental retardation.

In Canada, Native children in the isolated Northern Labrador community of Davis Inlet were the focus of national concern in 1993, when many were found to be sniffing gasoline. The Canadian and provincial Newfoundland and Labrador governments intervened on a number of occasions, sending many children away for treatment. Despite being moved to the new community of Natuashish in 2002, serious inhalant abuse problems have continued. Similar problems were reported in Sheshatshiu in 2000 and also in Pikangikum First Nation. In 2012, the issue once again made the news media in Canada.

See also: Indigenous Australian#Substance abuse
Australia has long faced a petrol (gasoline) sniffing problem in isolated and impoverished aboriginal communities. Although some sources argue that sniffing was introduced by United States servicemen stationed in the nation's Top End during World War II or through experimentation by 1940s-era Cobourg Peninsula sawmill workers, other sources claim that inhalant abuse (such as glue inhalation) emerged in Australia in the late 1960s. Chronic, heavy petrol sniffing appears to occur among remote, impoverished indigenous communities, where the ready accessibility of petrol has helped to make it a common substance for abuse.

In Australia, petrol sniffing now occurs widely throughout remote Aboriginal communities in the Northern Territory, Western Australia, northern parts of South Australia and Queensland. The number of people sniffing petrol goes up and down over time as young people experiment or sniff occasionally. "Boss", or chronic, sniffers may move in and out of communities; they are often responsible for encouraging young people to take it up. In 2005, the Government of Australia and BP Australia began the usage of Opal fuel in remote areas prone to petrol sniffing. Opal is a non-sniffable fuel (which is much less likely to cause a high) and has made a difference in some indigenous communities.

### Flammability

Like other hydrocarbons, gasoline burns in a limited range of its vapor phase and, coupled with its volatility, this makes leaks highly dangerous when sources of ignition are present. Gasoline has a lower explosive limit of 1.4% by volume and an upper explosive limit of 7.6%. If the concentration is below 1.4%, the air-gasoline mixture is too lean and does not ignite. If the concentration is above 7.6%, the mixture is too rich and also does not ignite. However, gasoline vapor rapidly mixes and spreads with air, making unconstrained gasoline quickly flammable.

## Use and pricing

Main articles: Gasoline and diesel usage and pricing, Peak oil
The United States accounts for about 44% of the world's gasoline consumption. In 2003, the United States consumed 476 gigaliters (126 billion U.S. gallons; 105 billion imperial gallons), which equates to 1.3 gigaliters (340 million U.S. gallons; 290 million imperial gallons) of gasoline each day. The United States used about 510 gigaliters (130 billion U.S. gallons; 110 billion imperial gallons) of gasoline in 2006, of which 5.6% was mid-grade and 9.5% was premium grade.

### Europe

Countries in Europe impose substantially higher taxes on fuels such as gasoline when compared to the United States. The price of gasoline in Europe is typically higher than that in the U.S. due to this difference.

### United States

From 1998 to 2004, the price of gasoline fluctuated between US$1 and US$2 per U.S. gallon. After 2004, the price increased until the average gas price reached a high of $4.11 per U.S. gallon in mid-2008, but receded to approximately $2.60 per U.S. gallon by September 2009. More recently, the U.S. experienced an upswing in gasoline prices through 2011, and by 1 March 2012, the national average was $3.74 per gallon.

In the United States, most consumer goods bear pre-tax prices, but gasoline prices are posted with taxes included. Taxes are added by federal, state, and local governments. As of 2009, the federal tax is 18.4¢ per gallon for gasoline and 24.4¢ per gallon for diesel (excluding red diesel). Among individual states, the highest gasoline tax rates, including the federal taxes as of October 2018, are found in Pennsylvania (77.1¢/gal), California (73.93¢/gal), and Washington (67.8¢/gal).

About 9 percent of all gasoline sold in the U.S. in May 2009 was premium grade, according to the Energy Information Administration. *Consumer Reports* magazine says, "If [your owner’s manual] says to use regular fuel, do so—there's no advantage to a higher grade." The *Associated Press* said premium gas—which has a higher octane rating and costs more per gallon than regular unleaded—should be used only if the manufacturer says it is "required". Cars with turbocharged engines and high compression ratios often specify premium gas because higher octane fuels reduce the incidence of "knock", or fuel pre-detonation. The price of gas varies considerably between the summer and winter months.

## Carbon dioxide production

About 19.64 pounds (8.91 kg) of carbon dioxide (CO2) are produced from burning 1 U.S. gallon (3.8 liters) of gasoline that does not contain ethanol (2.36 kg/L). About 22.38 pounds (10.15 kg) of CO2 are produced from burning one US gallon of diesel fuel (2.69 kg/l).

The U.S. EIA estimates that U.S. motor gasoline and diesel (distillate) fuel consumption for transportation in 2015 resulted in the emission of about 1,105 million metric tons of CO2 and 440 million metric tons of CO2, respectively, for a total of 1,545 million metric tons of CO2. This total was equivalent to 83% of total U.S. transportation-sector CO2 emissions and equivalent to 29% of total U.S. energy-related CO2 emissions in 2015.

Most of the retail gasoline now sold in the United States contains about 10% fuel ethanol (or E10) by volume. Burning a gallon of E10 produces about 17.68 pounds (8.02 kg) of CO2 that is emitted from the fossil fuel content. If the CO2 emissions from ethanol combustion are considered, then about 18.95 pounds (8.60 kg) of CO2 are produced when a gallon of E10 is combusted. About 12.73 pounds (5.77 kg) of CO2 are produced when a gallon of pure ethanol is combusted.

## Comparison with other fuels

See also: Energy content of biofuel
Below is a table of the volumetric and mass energy density of various transportation fuels as compared with gasoline. In the rows with gross and net, they are from the Oak Ridge National Laboratory's Transportation Energy Data Book.

(\*) Diesel fuel is not used in a gasoline engine, so its low octane rating is not an issue; the relevant metric for diesel engines is the cetane number.