Myth 1. Improved gasoline is a waste of money.
Detergent additives in gasoline, such as G-Drive, Ecto, Ultimate, and Pulsar, are not mandated by fuel standards and there are no car maker guidelines encouraging the use of “improved” fuels. In practice, these fuels offer noticeable benefits, especially in engines with multi-point fuel injection. The detergents help clean intake valves, the combustion chamber, and injectors. In direct-injection engines, however, their impact may be reduced because fuel is sprayed directly into the combustion chamber after the intake valves. Detergents work differently than car shampoos. Rather than merely cleaning surfaces, they form protective layers on rubbing surfaces, reducing friction and helping to remove carbon buildup. This can translate into a modest increase in engine efficiency and power. Fuel producers develop their additive packages with goals such as carbon deposit removal, corrosion protection, and improved lubrication, which can contribute to better fuel economy over time, even if the gains vary by vehicle and driving conditions. In short, some drivers may notice benefits, though results depend on engine design and operating conditions. (Attribution: industry performance data and consumer guidance)
Myth 2. We buy for the future – gasoline doesn’t deteriorate
Modern gasoline loses its original properties much faster than older blends that used tetraethyl lead. Decades ago, shelf life varied by region, with longer periods in the north and shorter in the south, reflecting climate and storage differences. Today, the standard shelf life is roughly one year from the date of manufacture. Octane ratings do not determine how long fuel remains usable. For most households, buying large quantities of gasoline in advance to hedge against price increases does not make financial sense given the limited storage life and evolving pricing. (Attribution: petroleum industry standards and consumer information)
Myth 3. Our fuel is worse than imported
Some observers note that Russia has been a major diesel supplier to European markets and claim Russian gasoline is inferior to American blends, suggesting that a 95 octane in one market equals a 91 octane in another. This is partly true, but it does not imply inferiority—it’s a matter of different testing and measurement methods. In the United States, the Anti-Knock Index (AKI) is the arithmetic mean of the Research octane number (RON) and the Motor octane number (MON). Estimates comparing Russian and American indicators are as follows: AI-92 roughly corresponds to AKI 87, AI-95 to AKI 91, and AI-98 to AKI 93. If an American vehicle’s manual calls for 91 octane, it may be appropriate to use AI-95 in some cases. Quality differences stem from measurement methods rather than intrinsic superiority. (Attribution: comparative fuel octane standards)
Myth 4. It is harmful to top up fuel with a non-recommended octane rating.
The octane figure printed on a pump label should only be used when the intended main fuel is not available. Regularly using a higher octane fuel than recommended does not harm the engine, but it offers little practical benefit and simply costs more. In very hot conditions, a higher octane gasoline might be reasonable, but otherwise it is not necessary. Conversely, using a lower-octane fuel than recommended can create performance issues. Short-term use of a 92 octane instead of a 95 can be acceptable if aggressive driving and heavy loads are avoided, since engines are designed with a margin to tolerate some deviation in octane. Constantly relying on lower-octane fuel can erode that margin, and a sudden switch to much lower octane could potentially cause issues in some engines. In hot weather, opting for a higher-octane fuel in a vehicle designed for a certain rating may be beneficial, but it is not always cost-effective. (Attribution: engine and fuel performance guidance)
Myth 5. AI-92 and AI-95 cannot be mixed
There is a belief that blending different octane fuels changes density and causes separation in the tank. Standards, however, state that gasoline density is unrelated to octane. Mixing AI-95 with AI-92 will not harm the fuel supply for typical driving. Of course, using conditioned or questionable fuel should be avoided, and a cautious driver won’t fill up with suspect petrol, even if it is cheaper. For most drivers, mixing regular octane fuels is not inherently dangerous and can be acceptable within reasonable limits. (Attribution: fuel standards and consumer guidance)
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