i run a stock 280zx turbo set up in my max with a FMC and nitrous.....@14 psi and a 100 shot it dynoed 307.8 RWHP & 426.6 torque (inline 2.8L six for those who don't know)oh yea, and it is stock internaly with just over 280k miles, daily driven/beaten

 

Below is a comparison chart and below that is a description of each of the terms used. You decide which fuel is best for you. Besides what the numbers are, you actually need to also consider the intended use. If you are running a 14:1 Super Gasser, you do NOT need VP Air Race fuel. For starters it is not designed for that use and can actually cause problems. Some fuels must meet sanction specs, some are high RPM, some are small cubic inch, some work best with turbos/nitrous. For all these reasons you must verify that the fuel you choose meets the demands of what you are using it for. NEVER base it just on octane alone. Octane is ONLY a measurement of detonation protection.

Fuel Brand
Motor Octane
(R+M÷2=) Octane
Research Octane
Specific Gravity
Octane Differential
% Lead Content

ERC- 110
104
108.7
113.5
.730
9.5
3.23
ERC-A-18B
113.6
116
118.5
.704
5.0
n/a
SPORTS 110
104
107
110
.738
5.0
n/a
SUNOCO 111
105
111
117
.725
12.0
n/a
SUNOCO 112
109
112
115
.715
6.0
n/a
SUNOCO 117
113
117
121
.700
8.0
n/a
TRICK 114
106
110
114
.725
8.0
4.00
TRICK 119
109
113.5
119
.730
10.0
4.00
TURBO BLUE 115
104.5
109.7
115
.740
10.5
n/a
UNOCAL-76 110
106
110
114
.728
8.0
4.10
UNOCAL-76 114
110
114
118
.728
8.0
n/a
UNOCAL-76 118
114
118
121
.704
7.0
n/a
VP Unleaded
96
100
104
.735
8.0
0.00
VP RED
105
107.5
110
.734
5.0
4.23
VP C10 96 - - .763 - 0.00
VP C11
104
106
108
.710
4.0
n/a
VP C12
108
109
110
.717
2.0
4.23
VP C14
114
115
116
.690
2.0
4.20
VP C14+
115
116
117
.690
2.0
6.00
VP C15
115
116
117
.713
2.0
4.20
VP C16
117
117.5
118
.733
1.0
6.00
VP C18
116
116
116
.704
0.0
4.23
VP C19
116
116
116
.695
0.0
n/a
VP C21
118
118.5
119
.708
1.0
n/a
VP C23
119
119
119
.708
0.0
n/a
VP C25
113
113
115
.695
2.0
n/a
VP C30 102.6 - - .6919 - 7.00
VP C32 103.3 - - .7005 - 7.0
VP C33 101.7 - - .695 - 7.0
VP C34 103.7 - - .693 - 7.00
VP C36 103 - - .6834 - 7.00
VP C42 100.8 - - .684 - 6.5
VP C44 98.6 - - .676 - 6.50
VP 110 107 - - .730 - 4.3
VP Air Race 120.3 - - .710 - 6.0
VP A5 88.6 94.7 100.8 .7439 6.1 0.001
VP A7 88.6 94.7 100.8 .7439 - 0.001
VP CSP 96.6 - - .777 - 0.00
VP F1 86.3 93.05 99.8 .7439 13.5 0.001
VP Marine 94.0 - - .00748 - 2.8
VP Late Model 112 - - .727 - 4.7
VP Late Model Plus
113 - - .727 - 5.1
VP M8 88.2 93.65 99.1 .7458 - 0.00
VP MR1 104 - - .740 - 4.0
VP MR2 102 - - .726 - 6.0
VP MR3 90.2 - - .7174 - 6.0
VP MR4 104 - - .723 - 6.0
VP MR6 105 - - .725 - 4.0
VP MR8 107 - - .7295 - 6.0
VP MS103 99 103 107 .744 - 0.00
VP MS932 90.1 - - .7165 - 0.00
VP NOS 120.3 - - .699 - 6.0
VP PWC-B 93.6 - - .743 - 0.00
VP SVO5 98.0 102 106 .745 - 0.00
VP Trans Am 110 - - - - 5.1

Terms & Definitions:

Motor Octane (MON):
(a) CFR Tested @ 900 RPMs, timing is varied with compression ratio, fuel is preheated to 300 degrees Fahrenheit, intake air is preheated to 100 degrees Fahrenheit. (b) Motor Octane, measured under varying load is definitely the most representative octane measurement for Real World Hi-Performance Engine Applications. (c) The closer the Motor Octane number to the Research Octane number the more stable the fuel is throughout the RPM range (see the Octane Differential in the chart above). This is very critical when running higher that 7500+ RPMs engine speed.

R+M Octane (R+M):
(a) This method of measurement consists of adding together both the MOTOR and RESEARCH Octane numbers and then dividing by two. (b) This is the number in that yellow box that you see on the gas pumps. (c) This number should only be used when determining which fuel to use in your street car or tow vehicle. This method is NOT intended for correct use in your racing engine.

Research Octane (RON):
(a) CFR tested @ 600 RPMs, fixed timing at 13 degrees BTDC, fuel temp is not controlled and intake air is varied with the barometric pressure. (b) This is basically a No-Load test and this number should NEVER be used to determine which fuel to use in your race engine.

Specific Gravity (SG):
(a) This is the weight of fuel compared to water, water being at 1.00. If race fuel is .750 (specific gravity) it would weigh ¾ the weight of water. If water at 60 degrees Fahrenheit weighs 8.125 pounds per gallon (ppg), then race fuel at .750 will weigh 6.09 (ppg). (b) The less dense the fuel (lower specific gravity) the higher the BTU content and the better the stability of the fuel at higher RPMs. (c) The lower the specific gravity of the fuel, the more crucial the jetting becomes, and the easier it is to run the engine lean, possible causing internal damage. (d) The combustion speed is determined primarily by the pressure (density) of the fuel mixture.

Lead Content (LC):
(a) When lead is added to fuel, the knock resistance (anti-knock value) is increased. Lead is also used to increase the octane to a higher number.

Consistency:
It is very important that the fuel you use maintains it's purity and consistency regardless of which brand fuel you use. Try NOT to purchase fuel that has been stored in bulk storage tank, or transferred from one bulk location to another. Bulk fuel storage tanks have a tendency to sweat or secrete moisture, therefore changing the consistency or purity of the fuel. If at all possible buy your fuel in a factory sealed drum (the cost is usually higher) but it is well worth it in the long run.
N/A = Not Available

 

yes, my max is white and an ugly POS, dunno about harsh, but it is fun

 

Harsh? Heh, Jeff's Max gargles with draino every morning. Too bad it's so damn slow, though. Must be the drag from that damn ladder.

Oh, and for the record, lil ol' 10# S-Trim checkin' in here.

 

T 2small

i love that joke