Quote:
Originally Posted by JantzenOKC
LFX's are high compression motors (11.5:1) and they like 91 octane. They run fine on 87 but timing IS being pulled, you can watch the KR with any cheap scantool. I used to feel it most at part throttle acceleration. Makes more power with 91 than 87, no doubt.
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Maybe for a turbo.
You can't get more power from more octane. You can compress higher octane fuel more before it ignites by itself. That is all.
If your engine is designed to highly compress the fuel (as in a turbo or other such high performance performance feature) then you actually NEED a higher octane rating.
Octane rating is a measure of it's ability to compress before spontaneous combustion. If your engine (LFX) does not compress the fuel enough to cause spontaneous combustion, the money you spend on a higher octane rating is wasted.
GM 3.6L V6 LFX Engine Specs
Type: 3.6L V6
Displacement: 3564 cc (217 ci)
Engine Orientation: Longitudinal and Transverse
Compression ratio: 11.5:1
Valve configuration: Dual overhead camshafts
Valves per cylinder: 4
Assembly site/s: St. Catharines, ON; Flint, MI; Melbourne, Australia; Ramos Arizpe, Mexico
Valve lifters: Roller follower with hydraulic lash adjusters
Firing order: 1-2-3-4-5-6
Bore x stroke: 94.0 x 85.6 mm
Bore Center (mm): 103
Bore Area (cm2) (total engine bore area): 416.37
Fuel system: Direct Injection
Fuel Type: Regular Unleaded, E85 capable
http://www.nicoclub.com/archives/gas...ane-myths.html
Read more:
http://gmauthority.com/blog/gm/gm-en...#ixzz41a28ujoA