[Mike S]

I knew I would have a tuff time running 10.00 in the summer. I just need a tad so tried the 113 oxygenated fuel.
First run with C12 1.400 60' , 10.091/131.01
Drained the C12 out of the cell and put in the 113 then ran within a half hour of the first run. No other changes than fuel.
1.404 60' , 10.000/132.82.
Ended up running 9.99's/133 in the heat of the afternoon.

Just thought it could help someone looking for that last little bit.

I did qualify no 1 with that 10.000, ended up losing in the quarter finals.

[PAUL K]

Originally Posted by Mike S

I knew I would have a tuff time running 10.00 in the summer. I just need a tad so tried the 113 oxygenated fuel.
First run with C12 1.400 60' , 10.091/131.01
Drained the C12 out of the cell and put in the 113 then ran within a half hour of the first run. No other changes than fuel.
1.404 60' , 10.000/132.82.
Ended up running 9.99's/133 in the heat of the afternoon.

Just thought it could help someone looking for that last little bit.

I did qualify no 1 with that 10.000, ended up losing in the quarter finals.

Did you change carb jetting? I while back we went from 110 octane to VP113 and gained 30 horsepower on the dyno, but we had to richen the carb a bit.

[Mike S]

Only thing I changed was the fuel. Tune ups where the same.

[PAUL K]

Interesting results. Maybe you will find more power with a bigger jet. I'm glad you found a gain that you were looking for.

[BruceWilkie]

You may have done the equivalent of leaning down 3-6 jet numbers with the 112.
Be certain you are reading plugs correctly. You dont want to get into pre-ignition or detonation.

This method works well. Easier on chassis dyno IMO.
http://www.wallaceracing.com/plug-reading-lm.html

[SLICK1]

Nice findings!

[Tim Corcoran]

Changing fuel usually requires a jet change too. Going from VP-112 to Sonoco purple required me to drop 3 jet sizes in my 65 LeMans.