Just like it says. I am considering the switch to Q16 from C14+. Just curious if anyone else had and what their experiences were. Yes I have read all the propaganda, just curious if anyone here has any personal experiences.

Al stay away from it. We ran it last year in a friends 622" and just couldn't get it to run the number. We jetted up 6 number. Seemed very inconsistant, we drained it and put C16 in and ran quicker and deadly consistant. We made 3 passes and just felt that it wasn't worth messing with. To much money in theses engines to experiment. Also you need to drain the fuel system if you don't plan on racing every 2 weeks or so. It does have methonal in it, but corrosion is suppose to be very little.

By the way we are a VP distributor in Chicago so were not bashing, just stating our experiance with Q16.

Sean

Hey Al how much compression are you running? I'm asking in case you might think about the old E85 thing. I've seen bigger consistent increases with motors on the dyno with it than running oxy fuels. It may be from intake charge temp drops, or higher fuel volume, and one guy said it was the amount of oxygen in the fuel, but for what ever reason it's been worth at least 20 on every 1000+ motor we've tried it on. I know for a fact like other guys said earlier that stuff eats lines worse than methanol. The E85 stuff looks no worse than regular race fuel to me.

I run Q16 but mix it with C14 in super street, seems to make the car more consistant and isn't affected as much by weathr change.

AL
I ran some last year it will for shure pick up in et if you jet it right don't go by VP web site about goin up 2 jet size I went from 97 jet to a 107 jet and the car ran .06 quicker in the 1/8 and .03 in the 1/4
but the smell and the cost I don't think it is worth the money 15.00 a gallon
if you have a sinus problem take a smell of it you will clear out your nose but your head will feel like it's coming off

Chris-I might just take you up on that since we know it works. I talked to Jason about it and he was all for it. He said he has seen 25-40hp increase using it on the dyno. We discussed jetting etc and came to the consensus that it was a good move. BUT I have heard so much negative stuff about it I have been reluctant to pull the trigger. But I need to buy fuel and that is what spurred the call.

Well that and some other stuff. He also gave me his thoughts on my converter issues. We agree I need to go even looser than the 6800 stall piece I have in it. So looks like my old loosey goosey one goes back in. Car ran it's best et for me with it in there, so after trying two other custom built pieces back to ole faithful which is still tight for the motor.

Sean was your experience on a nitrous motor or an N/A deal? I was told it did not contain methanol but was highly oxygenated instead. I dont have an issue with draining it as we do that already. Thanks for the input that is what I am looking for.

DT I would not mind trying to go with E85 but it is pretty much non existent here. My compression is just over 15-1.

Chas-Cost is not a factor. It is the saem cost as the C14+ for me. As for the smell, the C14+ is not exactly pleasing to the nose. In fact I dont even like loading the car with the engine running any more, it will give me a headache. So I cannot imagine the Q being much worse.

I am not necessarily after every little .03 in ET. It would be a welcome side affect if it happens. I was interested in it more from the repeatability aspect and it's ability to not change as drastically with swings in DA. Looking at it more from a bracket standpoint then ultimate ET.

I use it and no I do not drain the lines. No corosion and even the VP web site stated the only problem with leaving it in the lines is evaporation. As far as pricing goes, man are you getting ripped at $15.00 per gallon.I paid at Atco last year around $12.50 or so. About a little more than a buck over C-16. As far as jetting goes, with dual 1050 dominators I went up 4 sizes and picked up 30 Hp on the dyno. Timing stayed about the same as we dropped 1/2 a degree of timing. Outdoors you can tolerate the smell but in the dyno cell, it was nasty.

We ran Q16 in Bosak's 622" Indy engine N/A no Nitrous. In my 620" we run C-16 and have never had a problem.

Al as far as convertors our 561" B1/MC liked a 6600 stall convertor, the 588" B1/MC liked a 6400 stall and our 620" will stall around 6400 also. B1 heads if built for HP like stalls around 6400-6800 and the power band always seems to be in the 7000 - 8200 RPM range. If you go below 7000 on the shift it will drag the engine down.

The 588" last year stalled 6400 RPM and we shifted at 8000 and went thru the traps at 7900. The RPM drop at shift went to 6900. Send me a PM with your number and I can give you all sorts of tips on B1's. I've tried it all.

Sean

"I talked to Jason about it and he was all for it."

If you talked to Jason Pettis he knows what he's talking about. We use it in our car and would use nothing else. If you are bracket racing it may be a waste of time. If you need all the power you can get it's a pretty cheap way to get it.

We used it all last year, seemed to work good...we started with Q16, so we dont have any comparisons.....16.5:1 motor

One thing we liked about it.....it really burns clean, pistons and chambers were really clean.

We are sticking with it

As I stated earlier the cost is not a factor. The price for the Q16 is the same as the C14+ I currently use so cast wise it is the same.

Sean I think the big difference between my motor and most B1's is that mine is a short stroke big bore deal. Mine is a baby compared to most. Reminds me more of my first one which was a 451" one. Just for a little backround I had a custom built piece in it that would not stall past 4600. On shifts it dropped to 5500 and my motor does not make much power at all there. The current, custom built converter is stalling at 6800 and is dropping to 6600 on the shift. I need something looser. I have one a buddy ran in his top sportsman car that has worked better than any other one that has been in the car so it looks like I may just put it back in, 15% slip at the stripe and all. I ran quicker ET's and better MPH with it.

Bob-Yes the Jason I refer to is Jason Pettis. Like I said I am looking at it from a repeatability standpoint. Any ET gain is just gravy. It cost me the same as C14+ so I was figuring if I can gain even more consistency over a wide DA range then why not. We do get big swings here at times during a day of racing, especially in the summer.

Al,
I have run Q-16 also,and the motor seems to like it,it was faster at the track.I dont have dyno numbers to compare..I was running C-25 and had to jet up 6 to 8 jet sizes when switching to Q-16.It does burn real clean,but would recommend draining after your done at the track,and don't store it in plastic containers,leave it in the metal containers..or drums..It does stink,but all VP fuels do..

I ran Q16 all last year. It was worth a tenth with my 1050 carb. I never could use it with my bigger 1150 carb because I could not get enough fuel jet at the time I was testing.

I did have a fuel line failure it rotted from inside out. I mentioned it on here and don't remember anyone else reporting such a problem.

I ran C14, C19, C25 and Q16. Q16 being the fastest but the biggest headache. The fastest fuel I have ran in the engine to date was Torco 118NOS which is not made for running NA but worked for my combo.

Leon

Have dyno room numbers ,several 1000hp engines tested ,gain 15-30hp,must use wideband o2 in dyno and car ,jet up 2-6 numbers,