VP Racing C16 is a very high octane leaded race fuel and is one of their most popular fuels. It is suitable for turbocharged or supercharged engines and for nitrous applications running compression ratios up to 17:1. Highly popular race fuel for drag racing. Recommended by nitrous oxide companies.... read more ›
C16's octane rating is actually 117, and you'll know it by its blue hue.... read more ›
Stored correctly, 3 – 5 years.... see details ›
C16 VP Racing Fuel
Color: Green. Motor Octane 117. Specific Gravity: . 735 at 60° F.... continue reading ›
Q16 is primarily used in intercooled, forced induction drag race applications and is often regarded as the best oxygenated, leaded fuel VP produces. Highly oxygenated, requiring a 4-6% increase in fuel flow, which will make 3-5% more power than competitive 116 octane fuels.... read more ›
Use of a premium type leaded or unleaded fuel of 92, or greater, octane is recommended for most applications. Most Ny-Trex performance systems are designed for use with service station pump gas. However, when higher compression or higher horsepower levels are used, a racing fuel of 100 octane, or more, must be used.... continue reading ›
C16 can be used for daily driving but it's a pretty expensive way of getting around. It also is heavily leaded and can cause corrosion in the engine and exhaust system if the engine is left for long periods of time.... see more ›
Oxygenated fuel means burning more fuel to get more power which, in turn, means less mileage from a tank of fuel.... continue reading ›
How To Use The VP Motorsport Container. You will need the container itself and the hose dispenser. Refill like you would with any normal gas can... Uncap and hook up the hose dispenser to the gas tank and you're ready to go!... continue reading ›
As the months pass during storage these unstable components react to form gums, varnishes and lower octane hydrocarbons. As a result the octane can decrease within months for 87 octane fuels, especially when stored under less than ideal conditions.... continue reading ›
- Keep containers tightly sealed. ...
- Keep fuel tanks and fuel cells as full as possible. ...
- Store fuel where there are minimal temperature swings. ...
- Store fuel in such a way that it is not exposed to daylight.
104 Octane Fuels
PSC's 104 Octane Fuel is the highest octane rated unleaded racing fuel that we offer making it a popular choice for racers looking for a high-octane gas in an unleaded form. This fuel provides peak performance due to the higher level of oxygenates that you can't get from regular pump gas.... read more ›
“A car on C16 might be using 160-pound injectors, and when you switch to Q16 you have to add more fuel to it, which might cause the injector to go static, and then the customer slows down.... view details ›
Sunoco Standard 110 Octane, Purple.... see more ›
What Are the Positives? E85 fuel can give you a significant boost in power and torque without breaking the bank for racing fuels. It has a base octane rating of 105 and has the bonus of added cooling properties that add even more knock resistance than racing fuels with the same rating.... view details ›
Be glad you're not filling up for the Daytona 500. The gas Nascar drivers will put into their tanks on Sunday costs $7.80 a gallon. With tax, it's $8.26—roughly twice what Americans now are paying at the pump. Of course, it's not ordinary gas.... read more ›
The highest energy density fuel is hydrogen, which is also the simplest chemical component in existence. Gasoline, which is derived from refining crude oil, contains much more energy than coal (twice the lower grade bituminous) or wood (three times).... view details ›
Unleaded high-octane racing fuel is fine to add to your car, and you won't notice much of a difference apart from the exorbitantly higher price. Leaded fuels, methanol fuels and even nitromethane fuels are used exclusively for racing in most cases, unless you have an engine designed to run on methanol.... view details ›
You cannot put anything other than gasoline in that car, or you risk causing costly damage to your engine. So, can you put higher octane gasoline in a regular car? Simply put, yes, you can put higher octane gasoline, or racing fuel, in your average car.... continue reading ›
Anyone who has advanced the timing too much in any engine has heard the dreaded knock and ping. Due to the high oxygen content in a nitrous engine, the mixture will burn very quickly. That's why nitrous engines require less timing advance and high-octane fuel.... see more ›
With a compression ratio of 14:1, it will be interesting to see if this car requires 91+ Octane (Premium Unleaded). Higher compression ratios are a great way of squeezing more power out of the same amount of gasoline, but raising the compression ratio also raises the risk of detonation.... read more ›
At competitive levels of one nitrous horsepower per cubic inch and greater, compression ratio should be at least a couple of points of compression lower than a naturally aspirated combination.... see more ›
At a retail price of approximately $14 per gallon, the VP Racing T4 fuel is a great choice for the weekend racer looking for a fuel that offers the consistency and peace of mind of knowing that they will never get a “bad batch” of fuel that can sometimes happen at your local gas station.... see details ›
Higher-octane fuel does not burn hotter. It will not clean out deposits from an engine combustion chamber. And it will not provide any higher fuel economy. But an engine's octane rating can change over time.... see more ›
Octane – Q16 has a motor octane of 116, virtually the same as VP's C16, but its resistance to detonation is even better—6 to 8 numbers higher than its standard ASTM rating—due to the increased fuel flow.... continue reading ›
Doubling the dose of octane booster to 4 ounces in the 2-gallon fuel cell (like putting two 16-ounce bottles in a 20-gallon tank), and leaving the timing set at 38, we gained 1.5 hp.... see more ›
How To Turn Regular Pump Gas Into Higher Octane Race Fuel - YouTube... see details ›
The disadvantage of these organic compounds is that large quantities (to 15 % vol. oxygenates and 35 % vol. aromatic solvents) are needed for increase the octane number of gasoline while very small amounts (~ 100 ppm) are needed for the additives based on metals.... read more ›
Use of a premium type leaded or unleaded fuel of 92, or greater, octane is recommended for most applications. Most Ny-Trex performance systems are designed for use with service station pump gas. However, when higher compression or higher horsepower levels are used, a racing fuel of 100 octane, or more, must be used.... view details ›
C16 can be used for daily driving but it's a pretty expensive way of getting around. It also is heavily leaded and can cause corrosion in the engine and exhaust system if the engine is left for long periods of time.... continue reading ›
Octane – Q16 has a motor octane of 116, virtually the same as VP's C16, but its resistance to detonation is even better—6 to 8 numbers higher than its standard ASTM rating—due to the increased fuel flow.... read more ›
Q16 is primarily used in intercooled, forced induction drag race applications and is often regarded as the best oxygenated, leaded fuel VP produces. Highly oxygenated, requiring a 4-6% increase in fuel flow, which will make 3-5% more power than competitive 116 octane fuels.... see details ›
Since its debut on the market, VP Racing Fuels' Q16 gasoline variant has taken the drag racing world by storm. Look inside for details on how to make it work on your combination!
With all other factors equal, an oxygenated fuel like VP Racing Fuels ‘ Q16 variant can and will make more power in a racing application; however, there are important differences to note, especially if you’ve been working with a traditional fuel like the company’s C16 dino-juice.. “A lot of fuels have issues with that – there’s still wasted fuel that doesn’t turn into vapor.”. Racers who have been working with VP’s C16 or another race fuel might read that and think, “My fuel is working just fine – last week I set a new personal best with it at my home track!” That’s certainly possible, but if there’s a chance to pick up more performance, why wouldn’t you look into it?. This means you need 14 pounds (or 12, or 13 depending upon combination) of air for every pound of fuel that enters the combustion process – by knowing the specific gravity of your fuel, you can correctly tune for the specific fuel you are using.. “A car on C16 might be using 160-pound injectors, and when you switch to Q16 you have to add more fuel to it, which might cause the injector to go static, and then the customer slows down.. Injector duty cycle and overall fuel maps with your EFI program also need to be taken into account thanks to the increased fuel volume Q16 requires to work properly.. “When you switch to Q16, that can magnify the problem because you have to raise the injector duty cycle; you’ll need to switch to a larger injector and make other appropriate tuning changes because the fuel demand is much greater.. Left - A gas chromatograph is used to separate the fuel molecules based on their physical properties, and is used to analyze all of VP's fuel to identify particular additives present in the fuel, along with their concentrations.. “The Q16 has provided us with a more consistent combination that is very stable in different temperatures,” says car owner James Lawrence, noting that the fuel’s consistence is helpful racing in California, Las Vegas and other tracks where temperature can be a concern in the summer.. VP Racing Fuels president Steve Burns with one of the computer programs the company uses to design their lineup of racing fuels.. That’s why cars make so much power on alcohol these days, because you can shove an absolute ton of fuel into the engine and still make it light off with the mag.
A comparison of VP Racing Fuels' C16, X16, and Q16.
VP Racing Fuels was started in the early 1970s by Steve Burns when he thought the race fuel manufacturers of the day weren’t doing the market justice with their offerings.. Along with VP Racing Fuels, Reher-Morrison has become synonymous with drag racing performance.. VP Racing Fuels’ offerings have distinctive colors identifying each fuel.. Your race car needs dedicated race fuel, and we’re here to help make sense of VP Racing Fuels’ 16 series fuel.. VP says C16 is good for combinations featuring compression ratios of up to 17:1, and is recommended by many of the top nitrous oxide companies.. X16 is VP’s budget-minded race fuel.. “C16 has been around for 20-plus years,” VP Racing Fuels’ Jason Rueckert says.. “Steve Burns and I got together, and Burns had this chemical in his back pocket, and he thought it was time to bring Q16 to market,” Rueckert adds.. Rueckert also says a good C16 application would be a roots-blown combination.
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Fuel System C15, C16, and C18 - Petrolium Engine Fuel system schematic. (1) Fuel supply line. (2) Electronic unit injectors. (3) Fuel gallery. (4) Electronic Control Module (ECM). (5) Fuel pressure sensor. (6) Fuel temperature sensor. (7) Pressure regulating valve. (8) Secondary fuel filter. (9) Fuel priming pump. (10) Fuel transfer pump. (11) Primary fuel filter. (12) Fuel tank. An inlet check valve prevents fuel from draining back to the fuel tank while the fuel transfer pump is not in operation.. Fuel from the fuel transfer pump flows to the fuel filter base.. The fuel flows from the fuel filter base to the Electronic Control Module (ECM) (4).. The electronics are used to control engine operation.. A continuous flow of fuel is supplied to the electronic unit injectors (2) in order to perform the following tasks:. -Supply fuel for injection. -Remove excessive heat from the injectors.. Fuel Injection The ECM controls the amount of fuel that is injected by varying the signals that are sent to the injectors.. The ECM sets certain limits on the amount of fuel that can be injected.. The ECM then provides the signal to the electronic unit injector at the desired time.. Electronic Unit Injector Electronic unit injector. (34) Spring. (35) Solenoid connection to the Electronic Control Module (ECM). (36) Solenoid valve assembly. (37) Plunger assembly. (38) Barrel. (39) Seal. (40) Seal. (41) Spring. (42) Spacer. (43) Body. (44) Check valve. Fuel at low pressure from the fuel supply manifold enters the electronic unit injector at the fill port through drilled passages in the cylinder head.. As the electronic unit injector mechanism transfers the force to the top of the electronic unit injector, spring (34) is compressed and plunger (37) is driven downward.
Every racer wants an advantage. It’s in our very nature. Sometimes we overlook the simple stuff and the importance of what is fueling our race car. So what is the magic “rocket” fuel to launch you quicker and
Follow along while the specialists at VP Racing Fuels , Freddie Turza for Circle Track applications and Jason Rueckert for hot street cars and drag racing, explain the basics of racing fuel, what the terms mean, and how to pick the correct fuel for you needs.. Your author is a former INEX Legends Car racer (5/8th scale ’34 Ford Coupe powered by 1250cc Yamaha motors, racing on ¼ to ½ mile ovals), and knows the importance of having the right fuel in the fuel cell.. These oxygenated fuels quite literally make non-oxygenated fuels obsolete.. It might seem odd that fuels with higher octane ratings are used in more powerful engines, since the fuel ignites less easily.. Because of the 10 point difference noted above this means that the octane in the US will be about 5 points lower than the same fuel elsewhere: 87 octane fuel, the “normal” gasoline in the US and Canada, would be 92 in Europe.. For example, the BTU content of a gallon of diesel fuel is higher than that of gasoline and fuels with a higher specific gravity will provide improved power and fuel economy.. Typically, the specific gravity decreases as the temperature of the fuel increases and increases as the temperature of the fuel decreases.. Oxidation Stability : This measures a fuel’s resistance to form gums by recording the time it takes for a fuel to break down with oxygen, pressure and heat.. Jason Rueckert from VP described VP100 , “This is a street legal unleaded performance fuel, specifically engineered for high-performance street cars, exotics, sport compacts, muscle cars, street rods and vehicles requiring premium fuels in excess of 91 octane.. It’s highly oxygenated, requiring a 4-6% increase in fuel flow and makes 3-5% more power than competitors’ 116 octane fuels and provides better protection against detonation.. For Circle track fuel, Freddie Turza described VP’s CHP fuel , “ CHP , which stands for ‘Crate HorsePower’, and is leaded.. We asked Freddie, why CHP outperforms the standard MS109 , “The key to CHP ’s performance is better fuel vaporization, which improves fuel distribution and burning speed.. VP Racing Fuel's premier fuel for circle track applications.. VP Racing Fuels has been around for more than 30 years and its strength has been its dedication to technological innovation through R&D, making VP Racing Fuels an industry leader.
Want to go fast? Come find all the answers to the fuel to use in your race car. We break down the differences so you can make the right choice at the track.
Engines that run higher compression ratios (above 10:1), operate at higher speeds (generally over 6,500 RPM) or use some form of forced induction are usually the applications where improving the quality of the fuel results in a significant increase in performance.. Octane rating is just one of the performance specifications.. The need for fuels with a higher octane rating generally occurs as peak cylinder pressures rise.. The problem is that the popular components used to make the octane of a fuel higher slows the burn rate and a fuel with a burn rate that is too slow can result in an engine power loss.. The result was the VP Import blend which produced six percent more power in the Celica than VP Racing C16.. Methanol has been used as an alternative racing fuel to race gas for a number of years.. With the entrée switched out to some of VP Racing’s top racing gas blends, the same engine made over 90 more peak horsepower at the wheels.. With the engine running on VP Import, the tuner was able to adjust the fuel and ignition tables to realize a significant power increase at the same boost level.. Next up, it was time to test VP Racing’s new Q16 blend.. Past 6,500 RPM, the power output from C16 was considerably less than Q16 or VP Import due to C16’s slower burn rate.. Thus, if your engine spends time above 6,500 RPM, Q16 or VP Import is going to give your engine significant power gains.
What is a B16 Service on a Honda Ridgeline? B16 service in Honda Ridgeline is the maintenance service that helps to increase its warranty. B16 service package includes engine oil change, filter change, rear differential fluid replacement, and inspection of tire rotation. In addition, it also includes checking suspension components, front and rear brakes, brake fluids, steering gearbox, and parking brake adjustment.
In addition, the B16 service is a reminder to schedule maintenance of different components to reduce the risk of damage.. B16 service in Honda Ridgeline is the maintenance service that helps to increase its warranty.. B16 service package includes engine oil change, filter change, rear differential fluid replacement, and inspection of tire rotation.. In addition, it also includes checking suspension components, front and rear brakes, brake fluids, steering gearbox, and parking brake adjustment.. It provides different services for various components of the pickup truck.. There are several parts of engines that are performing their function continuously to drive your vehicle smoothly.. The engine oil is used in these parts to reduce friction and uneven sounds.. You have to change the engine oil filters when they become old and out of function to increase the longevity of engine parts.. In addition, the front and rear brake services mean you have to check the rotors.. You should also check the damaged parts of the exhaust system.
As an automotive enthusiast, you have probably heard of the Honda B16 engine at some point. It’s one of the most talked-about engines in the JDM world, and Honda enthusiasts all over the world have this engine swapped into their car. Although this engine is popular, many enthusiasts still do not know about this engine ... Read more
It’s one of the most talked-about engines in the JDM world, and Honda enthusiasts all over the world have this engine swapped into their car.. One big reason the B16 engine is so famous amongst JDM enthusiasts is horsepower per liter.. Regardless of anything else, a highly inefficient engine won’t make very much horsepower or torque.. While Honda’s B16 makes a pretty small amount of torque, it revs very high, and horsepower is just an equation of torque and RPM.. If a Mustang from the same period (4.6L) were to make that much horsepower per liter, it would make 553 horsepower (instead, it made anywhere from 225 horsepower to 260 horsepower, excluding any special models like the Cobra).. Honda was able to achieve such great horsepower per liter by utilizing their VTEC technology, as well as having very high rev limiters ((RPM*Torque)/5252 = Horsepower).. VTEC works by using one camshaft profile for low RPM, providing good torque and excellent drivability, and a camshaft profile for high rpm that has a greater lift and longer duration.. With an engine that revs to 9k RPM, achieving high horsepower numbers isn’t too hard, assuming parts like the camshaft are designed for it.. Using high RPM engines is what allows F1 cars to achieve insane amounts of power from tiny engines.. Production Run: 1989 – 2000 Cylinder Block Material: Aluminum Cylinder Head Material: Aluminum Configuration: Inline 4-Cylinder Valvetrain: DOHC – Four Valves per Cylinder – VTEC Bore: 81mm Stroke: 77.4mm Deck: Open Deck Compression Ratio: 10.2:1 to 10.8:1 Horsepower: 150 horsepower up to 187 horsepower Torque: 110 lb-ft up to 118 lb-ft. 1989-1993 Honda Integra XSi (B16A SIR-V) 1989-1991 Honda CRX SiR (B16A SIR-V) 1992–1993 JDM Honda Integra “XSi” (DA6) (B16 SIR-II) 1992–1994 JDM Honda Civic SiR/SiRII (EG6) (B16 SIR-II) 1992–1993 JDM Honda Civic Ferio SiR (EG9) (B16 SIR-II) 1992–1995 JDM Honda CR-X del Sol SiR (EG2) (B16 SIR-II) 1996–1998 JDM Honda Civic SiR/SiRII (EK4) (B16 SIR-II) 1995–1998 JDM Honda Civic Ferio Si (EK4) (B16 SIR-II) 1997 – 2000 Civic Type R (B16B) CRX’1.6 DOHC VTEC (EDM) (B16A1) 1992-2000 Honda Civic EDM VTi (EG6/EG9 & EK4) (B16A2) 1999-2000 Honda Civic USDM Si (EM1) (B16A2) 1992-1997 Honda Civic del Sol EDM VTi (EG) (B16A2) 1999-2000 Honda Civic SiR Philippines (EK4 sedan) (B16A2) 1999-2000 Honda Civic CDM SiR (EM1) (B16A2) 1994-1995 Del Sol VTEC USDM VERSION (B16A3) 1996-2000 Civic Si-RII (JDM version) (EK4) (B16A5) 1996–2000 Honda Civic – Middle East & South Africa VTEC (SO3, SO4) (B16A6). Just like any engine, of course, there are a few well-known and documented issues on the B16 engine.. Although I’ve kind of talked up the B16 and made it sound like a good engine swap, in reality, it’s cheaper to build an LS-VTEC, and the extra displacement allows for more low-end torque and more overall power.. But, if you love revving your engine out to 9k RPM or even higher, depending on your setup, the B16 is an awesome engine.