thenkler
Goshen, NY
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I know that there have been some discussions about mileage and fuel costs but I wanted to start a discussion about the difference between regular and high-test and individual experience.
In a discussion with my regular mechanic he recommended using high-test when towing. The benefits would be better mileage and power when towing.
A 10% increase in mileage would more than pay for the higher cost with the added power as a benefit.
Anyone out there who has tested this?
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irishguy101
Pennsylvania
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I don't know but I for one will give it a try.
With the Hemi its not recommended for fuel lower than 87 octane
* This post was
edited 04/20/08 10:05am by irishguy101 *
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targaboat
sulphur springs, tx, usa
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High test will result in improved performance IF the engine is tuned for its use which includes higher compression. Therefore, if your are going to retune your engine, which includes cam shaft, timing, and compression ratio and possible other items, then go for it. Otherwise, it is a complete waste of money.
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bluwtr49
Green Valley, AZ
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My Jeep HEMI calls for 89 octane but I usually run 87 when not pushing hard or towing. I have found that in some states (Utah comes to mind) all grades are not available and one time I filled up with 85 or 87 and the poor Jeep was very unhappy on the grades. I suspect the knock detector retarded the timing and the power loss was dramatic. Back to 89 and all was well.
However, with that said, I don't notice any improvement by going to premium over the 89.
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SemperFiCop
USA
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Whatever the Owners Manual recommends...
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Aloha Utah
Southwest Corner of Utah
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Don't forget the effect of altitude. If you use 87 at sea level, you'll be fine with 85 at 4,000' or above. Out west 85 is pretty common because of the altitude and it's cheaper.
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dave54
CA.
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I tow with premium if I know I will pulling grades or otherwise needing a bit more power.
I do not use premium for daily non-towing driving because the slight improvement in MPG (about 1/2 mpg) does not offset the higher cost ($0.20/gallon here).
I carry mid-range gas in my fuel cans because they are almost exclusively used for the generator and a bit higher octane is nicer to one cylinder 4 cycle engines.
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Kenneth
Washington, the state
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Expect no great benefit using high octane gasoline in an engine designed for low octane gas. Expect no money savings using low octane gas in an engine designed for high octane.
A couple of years ago "Car & Driver" magazine tested several cars on a dynamometer. They found that using high octane gas in cars designed for low octane resulted on no gains big enough for their instruments to detect. Using low octane in an engine made for high octane caused no problems but burned more gas offsetting the cost savings. (Spark knock---ping, pre-ignition---is not caused by too low octane in modern engines. It is caused by carbon deposits glowing red hot and pre-igniting the fuel charge or by a failed control component. Some engines are made to have a harmless mild spark knock at high load.)
Modern engines with their computer controls can handle the designed octane level much better than engines in the pre-computer era. The 85 octane gas in the Rocky Mountain states is a hold over from the carburetor days when the thin air didn't need high octane gas. Modern engines run best at all altitudes with the gas they're designed to use.
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Pete D
Washington
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What it really boils down to is that IF your car's computer can change the ignition timing to take advantage of the reduced knock of the higher octane fuel, then it might make a difference. Otherwise, it's a waste of money.
There is nothing in high octane fuel to make it more 'powerful' than low octane fuel, just more resistance to detonation/knock/pre-ignition than the lower-rated fuels. High and premium refer to the price, not the power of the fuel. It's the engine that makes the difference.
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