Jon O.
Well-Known Member
If anyone in this forum is curious, you can still buy it.
Octane Supreme
Octane Supreme
Tetraethyl lead
- Thread starter Jon O.
- Start date
Fratzog
Old Man with a Hat
Based on the chart for north of 10 compression only?
would this be worth using on my '67 New Yorker, not sure what compression is, but stock 440 with carter carb.
Interesting. I'd like to hear some personal reviews if anyone here has used it. Personally, I'm not a fan of mixing in additives simply because ratios get off. I still burn lead though (100LL AVGas), so this product might be good for me on the raod.
Jon O.
Well-Known Member
This forum says it makes a noticable difference.
Real Tetraethyl Lead - Chevelle Tech
Kemco's LEAD SUPREME 130 " REAL LEAD OCTANE BOOSTER IS BACK! - Page 2 - Chevelle Tech
I have no experience with the stuff, but I figured someone on here would find it usefull.
twostick
Senior Member
I'd be very surprised if that stuff is the real deal.
I used to work around that stuff at DuPont and the safety protocols around it rivalled nuclear material. Your street clothes stayed in the locker room, they supplied the work clothes and you carried an exposure badge/monitor.
Kevin
I used to work around that stuff at DuPont and the safety protocols around it rivalled nuclear material. Your street clothes stayed in the locker room, they supplied the work clothes and you carried an exposure badge/monitor.
Kevin
commando1
Old Man with a Hat
Bingo. But the real truth of the matter is, our engines don't need lead anymore.
Jon O.
Well-Known Member
octane supreme 130 - CorvetteForum - Chevrolet Corvette Forum Discussion
it has 60 grams of tetraethyl per quart
it has 60 grams of tetraethyl per quart
Some of us have original, pre-hardened valve seat engines. Thus my main reason for running leaded fuel. Plus leaded fuels tend to be higher in octane, and much closer to what the factory designed for.
My car will run the "straight gas" which is 89 octane around here, but if you try to accelerate any it sounds like an aluminum bat rolling down a gravel road. I started running 100LL and set timing near factory specs and all is good, except for finding fuel.
The whole deal around using TEL was an octane enhancer for the higher compression ratios coming in the future (which was past about 1940 or so, at that time). I used to know at what concentration the TEL used to be and what lower concentration in the "low-lead" fuels of the earlier '70s. But that information, I'm not completely sure of at this time. Possibly 5gms/gallon for 97+ Research Octane "Premium Fuel" and .5gms/gallon for 93 Research Octane for what used to be "Regular Low-Lead"? I'd have to dig up some information I have from back then to be certain.
As it turns out, there are other anti-valve seat recession additives which can replace TEL in unleaded fuels. There are ALSO other things which affect how soon a valve "burns", other than just the lead concentration in the fuels.
When "Real Lead" fuel additive was still around, one can would make unleaded fuel into "low-lead" (per 20 gallon tank), but that's all. Ethyl Corp used to sell a fuel additive back in the middle 1970s (I used to see it in some chain discount stores) but as hazardous as TEL is supposed to be, one should be VERY CAREFUL about using such an additive . . . right up to wearing protective gloves and such.
100 Research Octane unleaded fuel appeared in the middle 1980s or so, which many people used in their turbo cars and such. It's still around in some places, for a price, even at some fuel pumps near "motorsports ranch"-type venues. Now, those turbo guys are leaning toward E85 (usually only 40% ethanol) from normal gas stations (their "race fuel"). "Research Octane" is NOT the number posted on the pump!
Just some thoughts,
CBODY67
As it turns out, there are other anti-valve seat recession additives which can replace TEL in unleaded fuels. There are ALSO other things which affect how soon a valve "burns", other than just the lead concentration in the fuels.
When "Real Lead" fuel additive was still around, one can would make unleaded fuel into "low-lead" (per 20 gallon tank), but that's all. Ethyl Corp used to sell a fuel additive back in the middle 1970s (I used to see it in some chain discount stores) but as hazardous as TEL is supposed to be, one should be VERY CAREFUL about using such an additive . . . right up to wearing protective gloves and such.
100 Research Octane unleaded fuel appeared in the middle 1980s or so, which many people used in their turbo cars and such. It's still around in some places, for a price, even at some fuel pumps near "motorsports ranch"-type venues. Now, those turbo guys are leaning toward E85 (usually only 40% ethanol) from normal gas stations (their "race fuel"). "Research Octane" is NOT the number posted on the pump!
Just some thoughts,
CBODY67
In reading the KEMCO FAQs, I wondered how their additive would completely coat the valves and valve seats and not get into the exhaust stream, staying inside the motor? Plus, how it would lubricate the valve guides (enough to be beneficial AND the top of the guide as it might the bottom of the guide where the part of the valve stem exposed to the air/fuel mix might contact it?
The issues of what mechanical compression ratios need which Research Octane levels seem a little suspect to me. The "treat rates" and their alleged octane increases look like it can get expensive really quick for a normal "driver" vehicle of any kind. Using it just for trips to the track might be better, but it'll still be expensive to use. If you build an engine around those higher compression ratios, without the booster, you've got a very expensive conversation piece.
I remember when octane boosters first came out in the 1980s. 104+ was supposed to be the best, with MMT as its main ingredient. Would turn the spark plug insulators "red", many claimed when they used it at full concentration in their drag motors. Some alcohol-based products claimed that you HAD to u-jet the motor about 4 numbers for best results and NO internal "ventilated" pistons. End result was that many racers went back to normal race gas and built their engines to perform best on it.
Many of the current V-8s do have compression ratios higher than what we had in the later 1960s, BUT the cam event timing of their cams is different from what we used to have, as if the intake opens later, then compresses a smaller amount of mixture to higher levels, with the cylinder heads being far superior to what we had back then, so cylinder filling is greatly improved at ANY lift level (which is now usually .500"+). Plus the sophisticated electronic which control the spark timing. Lots of different stuff making it happen as good as it does!
Besides, if all you're doing is "bracket racing", what difference does it matter how fast you are in your bracket, as long as you and the car are consistent and don't break out? If you load up the tank with octane boosted fuel to "cruise around", you've increased the cost of your "date".
Your money, your decision . . .
CBODY67
The issues of what mechanical compression ratios need which Research Octane levels seem a little suspect to me. The "treat rates" and their alleged octane increases look like it can get expensive really quick for a normal "driver" vehicle of any kind. Using it just for trips to the track might be better, but it'll still be expensive to use. If you build an engine around those higher compression ratios, without the booster, you've got a very expensive conversation piece.
I remember when octane boosters first came out in the 1980s. 104+ was supposed to be the best, with MMT as its main ingredient. Would turn the spark plug insulators "red", many claimed when they used it at full concentration in their drag motors. Some alcohol-based products claimed that you HAD to u-jet the motor about 4 numbers for best results and NO internal "ventilated" pistons. End result was that many racers went back to normal race gas and built their engines to perform best on it.
Many of the current V-8s do have compression ratios higher than what we had in the later 1960s, BUT the cam event timing of their cams is different from what we used to have, as if the intake opens later, then compresses a smaller amount of mixture to higher levels, with the cylinder heads being far superior to what we had back then, so cylinder filling is greatly improved at ANY lift level (which is now usually .500"+). Plus the sophisticated electronic which control the spark timing. Lots of different stuff making it happen as good as it does!
Besides, if all you're doing is "bracket racing", what difference does it matter how fast you are in your bracket, as long as you and the car are consistent and don't break out? If you load up the tank with octane boosted fuel to "cruise around", you've increased the cost of your "date".
Your money, your decision . . .
CBODY67
twostick
Senior Member
I suspect if you analyze this octane booster snake oil it will come up short on TEL and long on toluene like the majority of them are made from.
Kevin
Kevin
I bought six quarts last year. I only buy Non Ethanol gas and last year i could only get 87 Octane.Some Octane supreme stopped the pinging and power loss.('66 Imp)stock 440.I now can get 93 octane (non ethanol) and the Imp really runs better with some octane supreme. It isn't the cheap crap on the shelves of Auto zone.
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