RC Fuels Nitromethane, Castor Oil, Synthetic, heli fuel, 4 stroke, etc...Fuel Q&A is here!

Fuel....good to read

Old 08-30-2009, 08:47 PM
Thread Starter
Join Date: Jan 2002
Location: Hesperia Michigan, MI
Posts: 12,957
Received 4 Likes on 4 Posts
Default Fuel....good to read

Why offer three types of methanol?
VP has always emphasized giving our customers options. We try to make sure we always have the absolute best performing option available, making the most power possible given an application’s parameters. But there are other considerations—budget, fuel rules, or environment for example—that sometimes dictate the selection of a fuel other than one that makes the most power.

M1TM - M1 is the best straight methanol on the market. No frills, but consistently 99.85+% pure and always packaged in lined drums, as are all VP fuels. That means no contaminants and peace of mind from knowing you don’t have to deal with fuel issues. When fuel rules require the use of straight methanol with no additives, M1 is the best option.

M3TM - M3 contains combustion and lubrication additives that improve vaporization and increase burning speed. These factors, combined with a better seal of the rings due to the lubrication additive, make substantially more power than straight methanol—up to a 50 Hp gain in a 1030 Hp engine. The improvement in throttle response is also significant—up to a 5% increase in torque across a wider rpm range. On-track results indicate a .02-.03 improvement in ET in the 1/8 mile. The improved combustion also helps the thermal efficiency of the air/fuel mixture. This expands the range of ignition, contributes to better ‘startability’ and more consistency run to run, while lowering the exhaust temperature 40-100°. Not only will M3’s improved combustion make more power and offer better protection against detonation, it also inhibits the noxious fumes you typically get with standard methanol, so it’s much easier on your eyes and nose. A somewhat unexpected benefit of M3 is a 30% decrease in fuel consumption. That means if you typically use 40 gallons over a race weekend, you’ll only need about 25-30 gallons of M3. M3 also includes an anticorrosion package, so there’s no need to add anything else to address lubrication or corrosion issues.

To maintain the original properties and comply with Health and
Safety regulations, this fuel should be handled and stored in a cool
place and always maintained in tightly sealed drums.

Typical Values
M5 Test
Specific Gravity
@ 60F°
ASTM D 4052
Reid Vapor
ASTM D 323
Color Clear Clear Clear

Since M3 is not pure methanol, it won’t pass a water test. But where permitted, it will substantially improve performance in 60-70% of all applications, requiring no jetting or timing changes—just pour it in and get up to 5% more Hp. However, not every vehicle will run quicker with M3. For example, in applications that typically run very rich, M3’s improved vaporization will lead to less volumetric efficiency, such that the car will run faster MPH, but stumble at the launch. In most of these instances, jetting changes will reverse that effect. In carbureted systems, smaller squirters and less aggressive pump cams will be required, while injection systems will require leaning out the idle system (not the main system). For customers who want more power but prefer not to deal with these adjustments, M5 will be the best option.

M5TM – M5 is simply the best performing methanol on the market. With its upgraded combustion additives, M5 will make more power than M3, while offering the same or better protection against detonation. Like M3, M5 offers a wider range for tuning, as reflected by the fact that the bracket racers who have helped us in testing have experienced no problems with tuning or tuning consistency. M5 also reduces noxious methanol fumes, although not as well as M3. That means that while M5 is the best choice for making the most power in unrestricted applications, M3 will still be the best option for some venues, notably enclosed stadiums. M5 is not pure methanol and won’t pass a water test.

M2TM Upper Lube – Designed for use in methanol-powered engines, M2 protects valves, guides, cylinder walls, fuel pumps and aluminum fuel systems, and extends pump life. Using electrochemical plating technology—a big improvement over just using oil—M2 leaves a thin film of lubrication to protect against corrosion between races. Recommended for use with M1 or any other standard methanol, while it’s not required with M3 or M5 due to their lubrication additives.

Technical questions on applications and tuning can be referred to VP’s Technical Department at 812-878-2025 or [email protected]. VP’s methanol products can be ordered via any of VP’s regional distribution centers, contact information for which is available on VP’s website at VP’s methanol products are available in 5-, 15-, 30- and 54 gallon drums, as well as bulk.
The four most important properties of racing fuel
You can't make a racing fuel that has the best of everything, but you can produce one that will give your engine the most power. This is why we produce different fuels for different applications. The key to getting the best racing gasoline is not necessarily buying the fuel with the highest octane, but getting one that is best suited for your engine.
OCTANE - The rating of fuels’ ability to resist detonation and/or preignition. Octane is rated in Research Octane Numbers (RON), Motor Octane Numbers (MON), and Pump Octane Numbers (R+M/2). Pump Octane Numbers are what you see on the yellow decal at the gas stations and represents an average of RON and MON. VP uses MON because this test method is more prevalent in racing. Most other companies use RON because it is higher, easier to come by, and sounds better in marketing messages. Don't be fooled by high RON numbers or an average MON is the most important for a racing application. However, the ability of the fuel to resist preignition is more that just a function of octane.

BURNING SPEED - The speed at which fuel releases its energy. In a high-speed internal combustion engine, there is very little time (real time - not crank rotation) for the fuel to release its energy. Peak cylinder pressure should occur around 20° ATDC. If the fuel is still burning after this, it is not contributing to peak cylinder pressure, which is what the rear wheels see.
ENERGY VALUE - An expression of the potential in the fuel. The energy value is measured in BTUs per pound, not per gallon. The difference is important. The air fuel ratio is in weight, not volume. Remember, this is the potential energy value of the fuel. This difference will show up at any compression ratio or engine speed.
COOLING EFFECT: The cooling effect on fuel is related to the heat of vaporization. The higher the heat of vaporization, the better its effect on cooling the intake mixture. This is of some benefit in a low rpm engine, but can be a big gain in high rpm engines.

Posting Rules
You may not post new threads
You may not post replies
You may not post attachments
You may not edit your posts

BB code is On
Smilies are On
[IMG] code is On
HTML code is Off

Thread Tools
Search this Thread

Contact Us - Archive - Advertising - Cookie Policy - Privacy Statement - Terms of Service - Do Not Sell or Share My Personal Information -

Copyright © 2023 MH Sub I, LLC dba Internet Brands. All rights reserved. Use of this site indicates your consent to the Terms of Use.