I called Rockett Fuels and they said they should carry and have in stock the 100 version; if not, they can order the fuel in advance.

Just got off the phone with James who is the manager. He confirmed that the 110 (actually 111) octane is leaded, and runs 5.75 per gallon. They typically order 25 barrels at a time.

They also DO carry the Rockett brand 100 octane unleaded for $6.50 per gallon, and typically have 2 drums on hand at all times. They have a can for those that want to put it in their cars right away, or you can pump to your own can. You CANNOT pump directly to the car.


He was agreeable to a volume discount (perhaps on pump gas too?) for us in July. When we get closer to that date, I'll meet with him and work something out based on the number of confirmed cars for the meet.

The Rockett Fuel Unleaded 100, is a heavy fuel with a very high specific gravity. Heavy fuels with high specific gravity are the best for supercharged and turbocharged engines. I have seen it used in 14:1 compression engines and also with turbocharged engines on the dyno. On the dyno and track, it makes more power than VP, but will not pass the NHRA fuel check for their santioned events. However, it can be used for bracket races and events such as the one we wil be attending.

You should also bear in mind that you will enjoy the best performance with fuels having an octane rating as LOW as you can use without experiencing detonation.

Using 110 octane fuel in a motor that is setup for use with 91 octane isn’t going to help you, in fact it will hurt your performance. Higher octane fuels are less volatile, if you do not generate sufficient cylinder pressures to justify using the fuel in the first place, then you will experience slower flame front propagation across the combustion chamber.

Many people will see some gains using 100 octane fuel because it’* common to see some Knock Retard commanded by the PCM when using 91 octane. For those with the ability to adjust their ignition timing advance, these are the few here that will derive benefit from 110 octane. I believe that Rogue has run 22* of advance at the track with high octane fuel (don’t know the rating).

Unless someone has an enormous problem with Knock Retard, be carefull not to purchase fuel with octane ratings higher than you actually need to run maximum timing.

Cheers,

VP MS109 has a motor octane of 105.

For every 1 point of octane you are usually good for 1 degree of timing. 24 is the sweet spot our cars but can be dangerous if something goes wrong (ic cuts out, or bad injecto fails, etc...) but 22 seems to be the safest for power while allowing some small room for failings (we run 22 on all of cars that can handle it, including the turbo car). For those who can get to 22 either by manual timing or flashing the pcm the higher the octane the better. If your setup for +2 or +3 in the PCM (as with our standard flashes) then 100 octane will probably be just fine for you.

If you want to add more boost + timing then of course the higher octane the better.

PLEASE be sure to scan your car if your playing with timing and boost and octane.

Start slow and large (pulley) and work your way down safely. Don't just throw 100 octane in the car and put a 2.6 pulley with +8 timing because you WILL hurt the motor.

Scan scan scan.....

I like that
Boost and timing increases will justify the added octane.
Bill, please order us at least one barrel. I'm in for $100 worth.
Think of the possibilities if we all use some of this Rocket fuel. I will bring all my extra pulley'*.

Rogue, you still haven't PM'd or replied to me about what you would recommend for me to be able to adjust timing manually, say between the normal +3 and 22 degrees of full adance......what is the normal +3 advance setting?
Please confirm if you can offer me a happy ****, AeroForce gauge to read Kr and a PCM re-burn.

You cannot look at octane numbers only. You have to look at all the other specifications too. I saw a Chevy Small Block (358 CID) with a compression of 18:1, switch to the specific fuel used on the Pro Stock class with big block engines (500 CID), running the same compression.
The result was the small block engine lost power on the dyno. The reason was the difference of Specific Gravity and flash points between the two fuels. Pro Stock engines, with the same compression, require a fuel with a faster burn rate. The dwell burn points for both engines are completely different. The small block requires more timing on the engine to make power; the Pro Stock engine run less timing due to the fact the combustion is more efficient. Therefore, the small block required a fuel with a lower burn rate and higher specific gravity.
As a matter of fact, the Motor Octane for the VP 109 is the same as the Rockett 100: 101 Motor Octane
However, the Specific Gravity for Rockett is 0.744 and the VP 109 is 0.722.

I doubt I'll run full 100 octane in mine. With the Gen2 supercharger 95 seemed to be my sweet spot for octane. Now with the Gen3 and a 2.2" pulley, it may be higher, but I'll figger that out with this 100 octane fuel rather than toluene, so it directly relates to the track. I'm betting 97/98 octane will suit me just fine with no benefit to running fully 100.

For those wondering what mixes will net what octanes, I have a spreadsheet to do the calculations at WCBF with no error for both two different octanes of fuel, or any octane fuel with Toluene.

Stock WOT ignition timing tables - ideal for supercharged vehicles where 91 or 92 octane fuel is the highest available
Increase WOT ignition timing tables by up to 3 degrees - ideal for naturally aspirated vehicles with any premium fuel, or supercharged vehicles with stock camshaft where 93 or 94 octane fuel is readily available (+$10.00)
Increase WOT ignition timing tables by up to 4 degrees - ideal for supercharged vehicles with aftermarket camshaft or intercooler where 93 or 94 octane fuel is readily available (+$10.00)
Increase WOT ignition timing tables by up to 6 degrees - ideal for supercharged vehicles with aftermarket camshaft and intercooler where 93 or 94 octane fuel is readily available (+$10.00)
Stock WOT ignition timing tables with adjustable timing control - ideal for vehicles equipped with a Casper'* Timing Commander, Happy **** or ICCU - we will contact you for timing table information (+$10.00)


So, it looks like all I would need is a Casper'* timing commander and a re-burn?
....and if 6 degrees takes it to 22*, then normal must be 16* and +3 must be 19*?