93 Octane Gas vs.

93 Octane Gas plus RüKSE Octane Booster

1997 Dodge Viper GTS supercharged (6psi boost)

RPM 93 Octane Octane Stock

Timing Booster Timing
Timing
2000 21.6 23.5 24
2500 26 28 29
3000 24.1 27.1 28
3500 21.3 24.6 25
4000 13.9 21.6 22
4500 13.9 21.4 22
5000 19.1 24 25
5500 24.5 27.8 29
6000 27.8 29.8 31

All timing is in degrees before top dead center (BTDC)

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Results Summary:

93 Octane tune produced 610hp and 618tq

Octane Booster tune produced 639hp and 655tq

Detailed Test Results:

As you can see, the timing for each column is different. These timing curves are all from the wide-open-
throttle (WOT) map on the car’s computer (PCM). The stock (base) timing is for a stock vehicle with no
modifications, more specifically, not generating positive manifold pressures (boost). This timing is set
from the factory, including power, emissions, economy, and drivability, but mostly power since we are
dealing with WOT in this case.

The base timing gives a starting point to tune from. The tuning comes from altering the PCM’s timing
curve to a value that gives the proper timing for the car and its modifications from stock. Adding boost
to a motor creates heat and pressures that are not common in naturally aspirated (non-boosted) engine
cylinders. Therefore, the timing for a boosted motor must be given more time to burn the gases in the
combustion chambers. This added time is called retarding. The timing is set to ignite the gases earlier
to reduce the chance that the extra heat and pressures will ignite it prematurely and uncontrollably. On
the reverse side of timing control is advancing. Advancing the timing is when the time for combustion is
shortened. This ignition timing, for these purposes, is all BTDC, or before the piston reaches the top of
the combustion stroke.

Timing has a considerable effect on the power and efficiency of a motor. As stated, the stock timing is
set from the factory and is a result of testing to get the best power, but also must comply with many
other factors that must be taken into account for a mass produced vehicle. Most tuners are primarily
concerned with making more power, safely. The timing for a boosted motor is a delicate balance of
gaining power, while preventing the motor from detonating/pre-igniting and blowing up. Retarding the
timing from the base timing curve is a must with common gasoline from the pump, even premium.
Generally the timing is retarded 1 degree for each 1-2 psi of boost (this is very broad and ranges change
drastically with engines and their specifications). The most critical point in the timing curve is at peak
torque. This is the area that has the most load on the engine and consequently, has the highest
possibility for detonation/pre-ignition.

In this case (Viper V-10 on 6psi of boost), the peak torque is right at about 3500rpm, leveling off, and
then dropping after 4500rpm. Thus, the timing curve begins to drop at 3500rpm, and dips down to its
lowest point while in this critical area, and then rises slightly before redline. This pattern can be seen in
all three timing curves in the table. However, notice how much the timing has to be retarded from stock
in the pump gas only tune. A full 8 degrees of timing is taken out in this critical area because of the
chance of detonation/pre-ignition. Compare this to the timing curve of the pump gas plus RüK octane
booster. Almost no timing is taken away (half a degree). This is very risky and would result in certain
detonation/pre-ignition on average premium (93 octane) pump gasoline. Octane would have to be
much higher to run timing that is almost stock on the 6psi of boost in this motor. In fact, the timing map
of the pump gas plus octane booster is only slightly retarded from the base map. The table shows that
this tune has no more than 1.5 degrees of retard taken out across the entire curve. The pump gas only
map must take an extra margin of retard around the critical area to be safe. This is completely normal
for a pump gas tune. The tune for the pump gas plus octane booster is extraordinary, since there is

9469 S 500 W SUITE B, SANDY, UT 84070 - 801.872.7976 – WWW.RUKSE.COM

almost zero retard in the timing map at all, especially in the critical area. Any tuner would say that it
would be almost impossible to run 6psi on this motor and retard the timing so little.

Quick Test Summary:

An increase of 29 horsepower is a large amount in any car. This equates to almost a 5% increase in
power on this car. 5% from just a fuel additive is something that very few companies can back up.
These results are backed up by our testing and not manufactured numbers.

By adding this octane booster to the vehicle’s fuel system, we were able to increase power in the engine
by using the added octane to retune the vehicle’s computer (PCM). The advantage of the improved fuel
octane allows for a safer, more controlled burn of fuel in the engine combustion chambers. The PCM
can be tuned adding an aftermarket tuning computer. Engine timing and fuel injection can be modified
using one of these tuning computers along with your stock PCM. The octane booster permits tuning for
maximum power from the motor. The increased power comes from this tuning allowed by the
increased octane in the fuel. Without the ability to tune the PCM in the vehicle, no measureable gains
would be seen from adding the octane booster to the fuel system. Octane booster must be added 24-48
hours prior for maximum performance.

9469 S 500 W SUITE B, SANDY, UT 84070 - 801.872.7976 – WWW.RUKSE.COM