Standard or Super
Discussion
Thanks!
maston said:
What tvr did you buy too ???
This one: http://www.ebay.co.uk/itm/151289133601?ssPageName=...I only ever use super and dont ever put standard in.
The quality of the fuel isnt the issue, its the octane rating. If i dont use super it pinks.
i'm a firm believer of using the tech from the days it was developped...but, what fuel did people use to put in the big old rovers??
The old 'Star' system used to have the following octane:
one star was the lowest grade, 2 star was 92 octane, 3 star 95 octane, 4 star 98 octane and 5 star 101 octane.
So, super is normally 97 to 100 depending on where you go...up to you wat you do with yours but i never put 95 in...
The quality of the fuel isnt the issue, its the octane rating. If i dont use super it pinks.
i'm a firm believer of using the tech from the days it was developped...but, what fuel did people use to put in the big old rovers??
The old 'Star' system used to have the following octane:
one star was the lowest grade, 2 star was 92 octane, 3 star 95 octane, 4 star 98 octane and 5 star 101 octane.
So, super is normally 97 to 100 depending on where you go...up to you wat you do with yours but i never put 95 in...
Zig's right - TVR issued an update on timing information post unleaded fuel re: backing off the timing tih lower RON.
Personally I'd rather push the timingm and gain some power at the cost of a few more pence per litre on 99 ron than back off and save.
Having spent some serious wedge on a serious wedge, I can't see why you'd want to scrimp on the fuel tbh.
My old cerb had a switch for if you were forced to put the cheap stuff in it, lol!
Personally I'd rather push the timingm and gain some power at the cost of a few more pence per litre on 99 ron than back off and save.
Having spent some serious wedge on a serious wedge, I can't see why you'd want to scrimp on the fuel tbh.
My old cerb had a switch for if you were forced to put the cheap stuff in it, lol!
I still got 245 BHP (flywheel, 195 @ wheels) on the wedgefest rollers a few years back and that was on Morrisons regular unleaded and a relatively safe advance curve (I'm running Megajolt n coilpacks) at some point I must get it set up on a dyno and see what I can get with a bit more advance and super plus, it would make an interesting comparison.
If you know about Pinking, don't read on.
Otherwise:
When we see names such as Regular, Premium and Super Premium, along with different octane numbers, this defines petrol's ability to limit premature (pre) detonation, commonly called knocking or pinking.
Knocking or Pinking is noise (more often heard under heavy load} and if allowed to persist, damages the engine. A fuel's ability to prevent knocking is based on its ratios of various hydro-carbons. Higher rating numbers are more efficient for higher compression engines. Suppliers also put additives in petrol variously, to limit knocking, as well.
Initially, consider the circumstances which our engines must operate:
O Either low or high compression ratio RV8 engines will handle lowest octane unleaded fuel without damage providing they are not thrashed and also allowed to rev freely rather than inducing unnecessary low rpm loads.
O The Engines have to be correctly adjusted.
O If the user needs to improve performance, then higher compression ratio engines benefit most from higher octane fuel.
O There is variation in performance between different suppliers' fuel of the same octane rating due to various additives, that might only be discovered empirically .
O The variation between high and low octane levels needs some adjustment of ignition timing to get the best performance commensurate with minimum potential damage due to pre-ignition.
O The above ignition timing issue exists between fuels of the same octane from different suppliers.
The solution to all these variables for me, an average RV8 enthusiast, was to decide which convenient source of lowest octane fuel seems to run best in my engine (Currently Tesco Regular 95 Unleaded because it suits the engine and earns points), then set the ignition timing for that fuel during a series of short runs between trunk road lay-bys with the distributor securing bolt slightly loose, and subtly adjusting the timing to just eliminate pre-ignition under really heavy load. i.e.: Accelerating in high gear, uphill or with brake applied.
Then, with the timing secured in the best position and always using the same fuel source and type, this gives long term lowest fuel cost, low damage potential, motoring.
If you choose a lower octane fuel than the previous owner, you'll probably need to retard the ignition by up to 4 degrees.
On the other hand if the owner wants to thrash the engine with the best possible performance under all rpm's and load's, then using the highest octane fuel available in a correctly timed engine, is the way to go. It is more expensive, though!
Otherwise:
When we see names such as Regular, Premium and Super Premium, along with different octane numbers, this defines petrol's ability to limit premature (pre) detonation, commonly called knocking or pinking.
Knocking or Pinking is noise (more often heard under heavy load} and if allowed to persist, damages the engine. A fuel's ability to prevent knocking is based on its ratios of various hydro-carbons. Higher rating numbers are more efficient for higher compression engines. Suppliers also put additives in petrol variously, to limit knocking, as well.
Initially, consider the circumstances which our engines must operate:
O Either low or high compression ratio RV8 engines will handle lowest octane unleaded fuel without damage providing they are not thrashed and also allowed to rev freely rather than inducing unnecessary low rpm loads.
O The Engines have to be correctly adjusted.
O If the user needs to improve performance, then higher compression ratio engines benefit most from higher octane fuel.
O There is variation in performance between different suppliers' fuel of the same octane rating due to various additives, that might only be discovered empirically .
O The variation between high and low octane levels needs some adjustment of ignition timing to get the best performance commensurate with minimum potential damage due to pre-ignition.
O The above ignition timing issue exists between fuels of the same octane from different suppliers.
The solution to all these variables for me, an average RV8 enthusiast, was to decide which convenient source of lowest octane fuel seems to run best in my engine (Currently Tesco Regular 95 Unleaded because it suits the engine and earns points), then set the ignition timing for that fuel during a series of short runs between trunk road lay-bys with the distributor securing bolt slightly loose, and subtly adjusting the timing to just eliminate pre-ignition under really heavy load. i.e.: Accelerating in high gear, uphill or with brake applied.
Then, with the timing secured in the best position and always using the same fuel source and type, this gives long term lowest fuel cost, low damage potential, motoring.
If you choose a lower octane fuel than the previous owner, you'll probably need to retard the ignition by up to 4 degrees.
On the other hand if the owner wants to thrash the engine with the best possible performance under all rpm's and load's, then using the highest octane fuel available in a correctly timed engine, is the way to go. It is more expensive, though!
B@man said:
I still got 245 BHP (flywheel, 195 @ wheels) on the wedgefest rollers a few years back and that was on Morrisons regular unleaded and a relatively safe advance curve (I'm running Megajolt n coilpacks) at some point I must get it set up on a dyno and see what I can get with a bit more advance and super plus, it would make an interesting comparison.
I think that was the same year I had mine on the BBWF dyno; I got 256 (204 fly) bhp running Tesco 95RON. However my 390SE runs a lower comp. ratio than standard (9.3-ish, like a Landy 4L) so it doesn't appear to mind
We do work at various fuel installations around the country and often see the various supermarket/ independant tankers filling up at the gantries... strangely, despite the fact that they all claim different formulae, they all fill up from the same storage tanks...
At one place there's a photo from a CCTV camera showing a BP tanker driver filling his tractor unit with diesel... at a Tesco station
I stick to 98 unleaded un the continent due to ethanol is in 95 and less in 98 (or even none). This until I am sure ethanol won`t damage anything.
More information: very high compression must use higher RON rating as on anything less they will pink independant of less retarded ignition timing. Have information on special engines or test by full throttle at low revs:no pinking is ok ;-)
Rob
More information: very high compression must use higher RON rating as on anything less they will pink independant of less retarded ignition timing. Have information on special engines or test by full throttle at low revs:no pinking is ok ;-)
Rob
JumboBeef said:
Interesting arrangement with what looks like remote fluid reservoirs for the brake and clutch.Mine does fine on 95ron. Told I would need to have a very accurate stop watch to tell the difference if I was concerned about lap times.
Wedg1e said:
We do work at various fuel installations around the country and often see the various supermarket/ independent tankers filling up at the gantries... strangely, despite the fact that they all claim different formulae, they all fill up from the same storage tanks... scratchchin
e.g. West Wales had two refineries (one now??) and the independents and BP and Shell etc etc all went in the same gates, doubt they had separate tanks....... think they take them to a depot and have a bloke in a white dust coat and a bottle of additive and a pipet.Gassing Station | Wedges | Top of Page | What's New | My Stuff