110 Octane Leaded Racing Fuel that is Ethanol free is the standard for modified engine looking for peak performance where oxygenated fuel is prohibited. This fuel was designed high performance V8 engines in mind. This is a great choice for engines with compression ratios up to 13:1.... read more ›
Sunoco® Standard™ is a 110 octane leaded race fuel that is used in many forms of motorsports. Sunoco Standard is designed for compression ratios up to about 13:1 in conventional V8 engines with iron cylinder heads.... see more ›
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 ›
So when it comes to leaded vs unleaded, the rule of thumb is unleaded if you have oxygen sensors and leaded if you don't. In the case of older engines, any leaded fuel with an octane of 110 or close to it works great.... see more ›
Stored correctly, 3 – 5 years.... see details ›
The fuel burns cooler and may clog your catalytic converter. You certainly won't see any better power or mileage from it, unless you're tuned for 100 octane. It's sold solely for cars that are tuned for 100 octane: race cars and offroaders.... view details ›
The octane ratings of AVGAS, a gasoline-based fuel, are usually either 91 or 100 (lean mixture) and 96 or 130 (rich mixture). The octane rating of jet fuel is much lower, around 15 – this is much more like automotive diesel and thus much more resistant to detonating due to sparks or compression.... read more ›
The specialized NASCAR fuel is Sunoco Green E15, a 98 octane, unleaded fuel blend specifically engineered for high-performance engines and race cars. It's called Green E15 because the racing fuel is actually green in color.... read more ›
It should be stored in opaque, tightly sealed containers and kept where temperatures are stable. Properly stored, the shelf life of Sunoco Standard is in excess of 2 years.... continue reading ›
Retail gasoline stations in the United States sell three main grades of gasoline based on the octane level: Regular (the lowest octane fuel–generally 87) Midgrade (the middle range octane fuel–generally 89–90) Premium (the highest octane fuel–generally 91–94)... view details ›
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 ›
You can put some racing fuels in normal cars, but there is no real reason for you to do this. These fuels have higher octane ratings, so are designed to perform at higher temperatures and pressures.... view details ›
HCR Plus (114 octane) $11.00/Gallon, $10.80/55 gallon.... view details ›
|5 gallon||54 gallon|
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 more ›
Yes, you can mix ethanol based 93-octane pump fuel with race gas. To be above 100-octane, mix it 50:50.... see details ›
- 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. ...
- Perfectly stored, most race fuels will last more than a year.
Ethanol naturally has a high octane rating, so E85 is always over 100 octane. Ethanol is often used as racing fuel for this reason.... 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 ›
So is Higher Octane Fuel More Efficient? In a word, no. On its own paying for premium gasoline does not make your car run better or get greater gas mileage. Giving your car the fuel it requires to run smoothly and efficiently, without damage to the engine, does make a difference in your fuel mileage.... see details ›
JP-8, or JP8 (for "Jet Propellant 8") is a jet fuel, specified and used widely by the US military. It is specified by MIL-DTL-83133 and British Defence Standard 91-87, and similar to commercial aviation's Jet A-1, but with the addition of corrosion inhibitor and anti-icing additives.... continue reading ›
Jet fuel can actually be used in cars, but only in diesel engines. Kerosene jet fuel and diesel are actually similar enough to allow for cross-functionality and would provide a similar performance. Although, I wouldn't recommend running a jet on diesel.... view details ›
Jet A fuel costs less than 100LL (avgas) fuel because it is less complicated and expensive to manufacture, less expensive to transport via pipelines, and used in significantly higher quantities leading to economies of scale.... view details ›
Bottom line: VP-110 is a good, all-around fuel for hopped-up two-stroke engines. MXA mixes VP-110 with pump gas for use in slightly modified two-stroke engines in mixtures from 25/75 to 50/50.... see details ›
Every engine manufacturer specifies a minimum octane rating requirement for fuel. The majority of motorcycle engines, including all current Harley-Davidson engines, require 91 octane or higher (Premium) fuel, thanks to high compression ratios.... see details ›
110 octane is also known as race fuel. Some people swear by it saying that it makes their bikes go faster. Actually, how much you spend on fuel doesn't really affect your speed in any way.... see more ›
Harley-Davidson advises owners of all fuel-injected models to use premium unleaded gasoline.... see more ›
What else influences your car's octane requirements? IF YOU DON,T LIKE READING SUB-LINKS, AND LOOKING AT CHARTS , AND DOING A BIT OF MATH 'AND INDIVIDUAL CALCULATIONS, YOUR UN-LIKELY TO BENEFIT FROM MOST OF THE THREADS, ON THIS WEB SITE! LIKE IN MOST AREAS ITS KNOWLEDGE AND THE ABILITY TO THINK...
* Temperature: Hotter air and engine coolant increases your engine's octane requirements. * Altitude: Higher altitudes decrease your engine's octane requirements. * Humidity: Drier air increases your engine's octane requirements. * Engine spark timing: If your engine's spark timing is increased, the octane requirement increases. * Driving method: Rapid acceleration and heavy loading increase your octane requirement.. detonation can destroy an engine but its frequently caused by more than just a bit of compression ratio increase in relation to the octane of the fuel alone, get the heat transfer rates out of the combustion chamber and ignition curves and fuel/air ratios correct and you can run a bit higher ratio that the charts depict.. now IM not saying you can ignore the graph, but in the real world its not like if the graph says that if your engines compression ratio is at 9:1 your, engine combo instantly self destructs the point you put 89 octane in the tank,or at 9.1:1 compression, if you mis-calculated,or that if the pump says your getting 91 octane, your not occasionally getting 89,90, or 92 octane.. that's a good reason why when people design an air induction system for a performance application,in their muscle cars,. they put in cold air intakes, because they allow access too cooler and denser outside air from a cooler area,. then the engine and exhaust pre-heated air under the hood ,. a standard engine air cleaner assembly breaths around the engine compartment where the engine sits.. for the combustion temperature of the actual engine,combustion chamber,. efficiency is enhanced through higher compression and increased burn temps and combustion speeds,the higher the compression ratio the faster the burn speeds thus the less wasted energy compressing a rapidly expanding mass of burning fuel/air mix BEFORE the piston and rod assembly pass TDC and the greater percentage of the burn energy that can be actually used to increase engine torque driving the piston down the bore on the power stroke AFTER TDC. an engines power production is effected by several factors. the fuels octane is simply one of many factors,. keep in mind your fuels octane rating has little to do with the power potential, its a measure of the fuels resistance to spontaneously ignite due too heat and compression, rather than the engines ignition system, the higher the octane rating the more heat and compression the fuel will tolerate, without entering the tendency to self detonate/ignite due to that level of heat and compression.. both the coolant and oil temps, and ignition advance curve, will effect the range where detonation will occur,richer fuel/air mixtures (12.5:1-13.5:1) tend to burn a bit cooler than lean mix ratios,(13.5:1-15.5:1). aluminum heads, transfer heat much faster, and benefit from, some, simple mods , like keeping the quench in the .040-.042 range, polishing the piston deck surface and combustion chamber and rounding the edges on the combustion chamber and piston valve notches, will reduce the tendency to get into detonation. most cars are set up to run a bit lean to maximize mileage ,reduce exhaust emissions,and reduce the potential for spark plug fouling, at near a 14.7:1 ratio. max power is generally found at closer to a 12.7:1 fuel air ratio,. but that results in higher emissions and minimally more engine wear,. as a slightly higher F/A ratio can reduce piston ring lubrication.. power tends to increase as the compression ratio increases at a fairly consistent relationship up too about 13.6:1 where the RATE of increase , in power to compression increase tends to slow, when were limited to more common "GASOLINE" wither its common pump or race octane fuel. as long as your fuel octane is a decent match to the engines dynamic compression , boosting the octane will have only a minimal improved result if any.. in every test Ive seen the result of upgrading the fuels octane tends to show a minimal or no power increase UNLESS the the engines compression ration and the fuel used are close too the detonation limits , where the octane increase will help minimally.. normal "GAS" mixed with outside air that contains about 21% oxygen content, burns and produces pressure in the cylinder above the piston, rather slowly,when compared with the time available during the compression and power stroke, at low speeds and with low compression it can take .0070 of a second to burn and produce pressure , at higher compression and faster engine speeds this is reduced to .0045-.0050 but that still requires ignition advance to light the fuel/air mix before the piston reaches TDC to maximize pressure over the piston ATDC and the burn cycle rarely lasts past 20-24 degrees past TDC.. keep in mind that keeping reasonably consistent and as low as practicable , combustion chamber temps are a huge factor in avoiding detonation issues, having an auxiliary oil cooler and a trans fluid cooler with a powered fan, and the proper fuel/air ratio and ignition advance curve along with matching your cars engine dynamic compression ratio to the available fuel octane can go a long way toward avoiding detonation issu
Over the years of working in the performance industry, I've seen many new products advertised to make big power gains for a low cost with some sort of new
So we ordered up a 5 Gallon pail of the BOOSTane Professional product and asked our partner in tuning (Sasha of OnPoint Dyno ) to come by and do some testing with us on the product.. This is what the car has always run and been tuned on multiple times.. We would then start by adding 1 quart of BOOSTane to the 60L of 94 Octane, which would give us a 60:1 ratio and according to Boostane would get us to around 102 octane rating.. This was pretty impressive considering the car was previously on the verge of knock on just 94 octane and we now had 2 degrees more timing with ZERO signs of knock.. Using a single 1 Quart can of BOOSTane pro to a typical 50-60L fuel tank you can safely have a 3 degree buffer of ignition timing.. The other way this product can be used is to have the car tuned at a specific mixing ratio, like we did in this test, and use it to make more power like you would race gas.. We have tested race gas before and the power figures are almost identical with the BOOSTane actually making slightly more power than a previous test we did with 110 Octane race fuel.
Find out the latest government-sourced statistics on fuel consumption and sales, and Budget Direct’s own survey data on fuel consumption.
The average Australian respondent pays $68.94 to refill their car, however this rises by 64% (to $113.02) for 4x4 drivers.. Passenger vehicles that run on diesel cost an average of $97.78 to refuel, according to our survey 44% of Australians surveyed would consider replacing their car with something more fuel efficient if petrol prices rose by $1 per litre Over 30% of Australians surveyed refuel their primary, everyday car at least once a week.. Generally this will be a blend with RULP (<95 RON fuel), but will occasionally be mixed with PULP (>95 RON fuel).. Data from the ABS show that diesels averaged far higher litres per 100km than petrol vehicles in 2020.. 16% of all respondents use petroleum with a blend of ethanol.. Those who own 4x4s or utes were far less likely to use petrol, with over 50% of each using diesel.. By averaging all results from all our 954 participants, the average cost to refill a car in 2022 was $68.94.. Unsurprisingly, participants who run on E10 fuel averaged lower refill costs than any other oil-based fuel user - paying an average of $63.54 to refuel.. Diesel drivers averaged a far greater $97.78 every time they refuel.. Participants who drive diesel vehicles seem to have the lowest refueling rates, with less than 30% filling up at least once a week.. This could be due to a lot of diesel vehicles having larger fuel tanks than petrol cars.. Also, considering the near 50% increase in cost to refill the tank between petrol and diesel cars (from Q3.2), it is still most likely that diesel drivers spend more on fuel than their petrol counterparts.. This could be due to reduced need for driving, or the recent rises in fuel prices.. Participants using diesel noticed their consumption has reduced by more than petrol drivers.
The highest-end Mazda 3 is really nice—but is it worth the price?
Based on its product strategy over the past five years and having developed a rear-drive hybrid inline-six platform for the next Mazda 6 and a pair of new SUVs , it's obvious Mazda is working to go upscale along the lines of Lexus or Acura.. With the optional turbocharged engine, AWD, and the Premium Plus package, our 2022 Mazda 3 test vehicle rang in at a steep for the segment $34,115—more than $10K richer than a base Honda Civic and within three grand of a BMW 228i Gran Coupe .. So the question becomes, is a loaded Mazda 3 a proper luxury alternative, or a cheap compact with a handful of extra features?. One thing's for sure, this particular Mazda 3 isn't your basic front-drive compact sedan with a wheezy four-cylinder.. We had a chance to drive in snow and ice, too; the AWD system shuffled torque fore and aft to keep the little Mazda pointed straight and the driver unworried.. All that said, Mazda's driver assist system isn't programmed to be nearly as supportive as those from Honda, Hyundai, Kia, or Toyota.. The Mazda 3 easily looks like the most expensive vehicle in the compact segment , with a dash-to-axle spacing that disguises its FWD underpinnings better than competitors like the Mercedes-Benz CLA-Class and BMW 2 Series Gran Coupe.. Inside, the 2022 Mazda 3's interior layout is minimalist without feeling cheap, and there are no finicky touch buttons; you get expensive-feeling knobs for climate control and volume, which is a huge plus.. Mazda's use of a rotary infotainment controller rather than a touchscreen allows the standard 8.8-inch infotainment display to be mounted high on the dash, which means drivers can keep their peripheral vision on the road while selecting a podcast or adding a gas station to their navigation route.. Even fully loaded, the Mazda 3 lacks cooled seats, wireless Apple CarPlay or Android Auto, rear climate control vents, and a wireless charging pad—all of which are available in lower-priced competitors.. The turbocharged and loaded-up 2022 Mazda 3 isn't a vehicle for everyone.. BASE PRICE$31,565PRICE AS TESTED$34,115VEHICLE LAYOUTFront-engine, AWD, 5-pass, 4-door sedanENGINE2.5L Turbo direct-injected DOHC 16-valve I-4POWER (SAE NET)227 hp @ 5,000 rpm*TORQUE (SAE NET)310 lb-ft @ 2,000 rpmTRANSMISSION6-speed automaticCURB WEIGHT (F/R DIST)3,376 lb (62/38%)WHEELBASE107.3 inLENGTH x WIDTH x HEIGHT183.5 x 70.7 x 56.9 in0-60 MPH6.4 secQUARTER MILE14.8 sec @ 94.6 mphBRAKING, 60-0 MPH120 ftLATERAL ACCELERATION0.84 g (avg)MT FIGURE EIGHT26.6 sec @ 0.67 g (avg)EPA CITY/HWY/COMB FUEL ECON23/32/27 mpgEPA RANGE, COMB343 milesON SALENow*250 hp on 93-octane fuel