Mounted Engine Dynamometer Evaluation

of High Octane Retail Fuels

Executive Summary
Fuel comparison tests were performed on three leading brand high octane fuels,
Shell V-Power Racing and two Premium 98 Octane fuels (brands X and Y),
under strictly controlled conditions. Tests were performed using a current model
Mitsubishi Evo IX 2ltr turbocharged engine* mounted to a purpose built engine
dynamometer cell. Tests were conducted using the standard Mitsubishi ECU and
a MoTeC Plug In M800 ECU. No modifications were made to the engine.

The results of the testing clearly indicated that:

1) Tuning of engines is required to obtain the maximum benefit from any fuel.

2) There can be significant performance benefits to the fitting of a MoTeC

Engine Control Unit (ECU), even without engine modifications.

3) Shell V-Power Racing 100 Octane fuel consistently delivered significantly

more torque (up to 10.7%) and engine horsepower (up to 4.6%) than other
commercially available high octane fuels in the retail market.

In addition, based on limited testing, Aviation Fuel (Av Gas) was also tested.
Initial results showed that V-Power Racing was superior in its detonation
resistance and able to make more power than the tested Av Gas.

*Mitsubishi Lancer, Evolution IX, 4G63 2ltr, 16 valve DOHC MIVEC intercooled, turbocharged engine

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Introduction
Controlled testing and monitoring of engine performance has always revealed
clear evidence that while some fuels have inherent capabilities to deliver higher
levels of engine performance, the magnitude of improvement in performance is
related to two factors:
1) The level of engine tuning specific to the particular fuel
2) The quality of the fuel itself.

The aim of the following study was to map engine performance against relatively
minor tuning of a standard high performance engine, the Mitsubishi EVO IX 2Ltr,
and fuel quality. The fuels chosen were available at and sourced from major
brand retail service stations and as such are readily available to the general
public.

Fuels chosen for comparison - Shell 100 Octane V-Power Racing and two
Premium 98 Octane brands (X and Y) - were considered to be representative of
the premium and super premium fuels available in the retail market place.

Trial Setup
The EVO IX engine was ramped on the engine dyno with test fuel at a rate of 300
rpm/sec to emulate maximum acceleration similar to 4th gear. Fuel was pumped
from storage by an electric fuel pump, which was also used to flush fuel through
the system when fuel changeover occurred.

Trial data represented in the report is the average of 10 runs. Fuels were tested
under identical and reproducible controlled conditions.

Engine Tuning - Timing Advance Results

While running on the MoTeC ECU, the EVO IX engine timing was adjusted in all
runs to maximise torque curves for all fuels tested. Engine ignition timing was
advanced incrementally until ping / detonation was detected by the independent
detonation detection device, then retarded sufficiently to prevent detonation
during ramp runs.

Premium 98 Octane fuels X and Y were both found to exhibit detonation at the
same level of ignition timing advancement.

In all cases, including a trial with Aviation Gasoline (Av Gas), 100 Octane V-
Power Racing was found to accept greater levels of timing advancement than the
other trial fuels.

The elevated octane of V-Power Racing was found to allow an extra 3.5 degrees
of timing advancement when utilizing the MoTeC M800 Plug in ECU at standard
boost levels.

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With boost raised to 20 PSI via reprogramming through the MoTeC ECU, an
extra 7.0 degrees of timing advancement was made once V Power was
introduced. This was substantially more than expected and the torque curves say
it all. (Fig 2)

Fuel Timing Advance (Deg) Torque

Premium X 98 Octane 0 302.9
Premium Y 98 Octane 0 305.5
100 Octane V-Power Racing 3.5 316.9

Table 1. Engine timing adjustment comparison, MoTeC M800 Plug in ECU

standard boost.

Fuel Timing Advance (Deg) Torque

Premium X 98 Octane 0 328.1
Premium Y 98 Octane 0 328.1
100 Octane V-Power Racing 7 363.5

Table 2. Engine timing adjustment comparison, MoTeC M800 Plug in ECU,

20psi boost.

Engine Dynamometer Torque Curve Results

Torque curves derived from the average result of ten runs for each fuel, under
comparable conditions, were represented graphically (see Figures 1 and 2). For
ease of interpretation, differences between fuels under similar trial conditions
have been highlighted in colour. Key data, turbocharger boost pressure, ECU
type, peak torque and % difference between fuels tested are reported in Tables 3
and 4.

Figure 1 represents three trials applying increasing levels of engine tuning to the
fuels involved:

Trial 1: ‘Standard ECU’

Using the Mitsubishi ECU as if fitted to the standard vehicle with standard
Turbocharger boost (14psi). This resulted in close to 1% variation in peak torque
between Premium X 98 Octane and V-Power racing 100 Octane.

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Trial 2: ‘MoTeC ECU boost matched to Std ECU’
The Mitsubishi ECU was replaced with a MoTeC M800 Plug in ECU. The
turbocharger boost profile was tuned to match the standard ECU and ignition
timing maximised to suit the engine. This combination resulted in a significant
increase in torque for both fuels, 16.5% for V-Power Racing and 13.5% for
Premium X 98 Octane.

Comparing both fuels together, there was

a 3.4% increase in torque for V-Power
Racing relative to Premium X 98 Octane.

Trial 3: ‘MoTeC ECU 20psi boost’

A final refinement in tuning via an
increase in turbocharger boost pressure to 20psi resulted in a further increase in
torque relative to Trial 1 of 36.0% for V-Power Racing and a 24.0 % for Premium
X 98 Octane.

These results indicate that dramatic increases in torque can be achieved via
engine tuning and sophisticated engine management systems, and that 100
Octane V-Power Racing delivered measurable and significantly better boosts to
performance than Premium X 98 Octane fuel.

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 Engine Dynamometer Results

Figure 1: Torque comparison of VPR and Premium X 98 Octane.

Turbo Torque % Max

Fuel ECU Pressure @ 3950 Torque
(PSI) rpm Diff.
Premium 98 Octane Mitsubishi 14 265.0
100 Octane V-Power Racing Mitsubishi 14 267.5 +0.9%
Premium 98 Octane MoTeC 14 300.8
100 Octane V-Power Racing MoTeC 14 311.0 +3.4%
Premium 98 Octane MoTeC 20 328.5
100 Octane V-Power Racing MoTeC 20 363.7 +10.7%

Table 3: Torque Curves

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Figure 1a: Progressive torque comparison.

Turbo Torque % Max

Fuel ECU Pressure @ 3950 Torque
(PSI) rpm Gain
Premium 98 Octane Mitsubishi 14 265.0
100 Octane V-Power Racing Mitsubishi 14 267.5 +0.9%
Premium 98 Octane MoTeC 14 300.8 +13.5%
100 Octane V-Power Racing MoTeC 14 311.0 +17.4%
Premium 98 Octane MoTeC 20 328.5 +24.0%
100 Octane V-Power Racing MoTeC 20 363.7 +37.2%

Table 3a: Progressive Torque advantage relative to standard Mitsubishi ECU on

Premium 98 Octane

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Figure 2: Comparison of VPR and Premium 98 Octane X and Y under optimum
engine conditions.

Turbo Torque % Max

Fuel ECU Pressure @ 3900 Torque
(PSI) rpm Difference
Premium X 98 Octane MoTeC 20 328.1
Premium Y 98 Octane MoTeC 20 328.1 0%
100 Octane V-Power Racing MoTeC 20 363.5 +10.8%

Table 4: V-Power Racing and Premium 98 Octane Fuel Torque

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Figure 3: Horse Power Comparison of VPR and Premium 98 Octane.

Turbo Horse % Max

Fuel ECU Pressure Power @ HP Diff.
(PSI) 6750rpm

Premium 98 Octane Mitsubishi 14 302.5

100 Octane V-Power Racing Mitsubishi 14 308.5 +2.0%

Premium 98 Octane MoTeC 14 339.6

100 Octane V-Power Racing MoTeC 14 352.6 +3.8%

Premium 98 Octane MoTeC 20 343.8

100 Octane V-Power Racing MoTeC 20 359.6 +4.6%

Table 5: V-Power Racing and Premium X 98 Octane Horse Power Results

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MoTeC PROCEDURES
EQUIPMENT USED
MoTeC Research Centre engine dynamometer cell
Cell includes:
Dynamic Test Systems water brake engine dynamometer with Dyno
Log electronic control software.
Dyno Log software features full ambient condition compensation.
Engine and dyno monitored by MoTeC Advanced Dash Logger (ADL)

EQUIPMENT SET UP

DATA LOGGING
MoTeC Advanced Dash Logger was set up to:

A. Record the following parameters

1. RPM
2. Boost
3. Air temp after intercooler
4. Ambient Air Temp
5. Water Temp
6. Exhaust Temp
7. Oil Temp
8. Fuel Pressure
9. Engine Torque
10. Oil Pressure

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 B. Alarm against breach of limits on the following parameters

1. Ambient Air Temperature +/- 6 Deg C

2. Boost level +/- 7 kPa
3. Oil Temperature +/- 15 Deg C
4. Inlet Air Temperature +/- 6 Deg C
5. Oil Pressure +/- 100 kPa
6. Water Temperature +/- 10 Deg C
7. Exhaust Temperature +/- 75 Deg C

FUEL
60 L Batch Controlled Premium X 98 Octane fuel
60L Batch Controlled Premium Y 98 Octane fuel
60L Batch controlled 100 Octane Fuel VPR – Shell V-Power Racing
All fuel was laboratory tested by Intertek Testing Services P/L 218
Lorimer St North Melbourne.

Testing was against key fuel parameters [density (ASTM D4052),

Distillation (ASTM D86), Reid Vapour pressure (ASTM D323),
Research Octane (ASTM D2699) and Motor Octane (ASTM D2700)] to
ensure homogeneity and determine quality.

Fuel was obtained by direct purchase from local service station retail
outlets.

Plumb in 4 separate fuel cells.

The 4 cells enabled quick and efficient changing of fuel types:

1. Premium X 98 Octane
2. Premium Y 98 Octane
3. V-Power Racing 100 Octane
4. Waste fuel from draining lines between fuel changes.

The fuel system was flushed through after each fuel change over and
engine run for 1 minute to remove traces of previous fuel.

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TEST ENGINE

Standard Mitsubishi Lancer Evolution IX 2ltr 4G63 2ltr 16 valve DOHC

MIVEC intercooled turbocharged engine

Set up in Dyno cell as near as possible to installation in vehicle.

Use standard air induction and exhaust front pipe including catalytic
converter.

Fit up extra sensors external of engine sensors to meet

requirements for measurements into the MoTeC dash Logger.

Fit up external detonation listening device also.

TESTING
Conditions
All testing was done under stable atmospheric conditions and final
results recorded on the same day

Procedure
After a suitable warm up, a series of ramp tests were conducted
whereby the average of 10 runs were recorded as the standard for
the relevant fuel.

Ramp Test Procedure

Position engine throttle to 100%
Engine was held by Dyno at a pre start speed of 2000 RPM off
boost.

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 The engine was then accelerated at a controlled rate of 300RPM
per second (similar to maximum acceleration of the vehicle in a
higher gear)
Ramp run was completed at 6750 rpm and torque was logged and
displayed on Dyno Log software. The entire test was computer
controlled, promoting repeatable results.

Repeat ramp tests for different fuels to be tested.

TEST COMBINATIONS

1. Standard ECU and wiring harness as fitted in the factory car.

Measures were taken to ensure the factory ECU was running
in its normal condition and not in any limp home mode.

2. Remove standard ECU and fit MoTeC M800 Plug in ECU and
modify boost curve to match that of the standard Mitsubishi ECU.
Then tune to MoTeC ECU to make max Torque on each relevant
fuel. Utilise on-board knock monitoring to determine no detonation
throughout tuning procedure.

3. Modify boost curve in MoTeC plug in ECU to increase average

boost of 14 to 20 PSI. Then tune to MoTeC ECU to make max
Torque on each relevant fuel.

TEST RESULTS

Test results were represented graphically for direct comparison. Individual data
points such as torque at specific engine speeds was determined by the operator
via the assessment software.

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 Appendix 1

FUEL QUALITY TEST RESULTS

Test Test Unit VPR X Y

Method
Density ASTM g/cm3 0.7714 0.7575 0.7554
@15oC D4052
o
Distillation ASTM C IBP 40.3 33.4 32.7
D86
10% 54.3 54.6 52.7
Evap
50% 109.3 107.6 105.7
Evap
90% 141.3 153.7 163.1
Evap
FBP 173.9 184.5 190.2
Residue 1.0 1.2 0.9
%v/v
Research ASTM RON 101.1 98.2 98.4
Octane D2699
Motor ASTM MON 87.8 86.7 86.5
Octane D2700
Reid ASTM kPa 59.00 64.00 57.25
Vapour D323
Pressure

Table 6: Fuel batch control results.

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