₦airaland Forum

Ahh, Dieselllll!!! Pass vite vite. The high sulphur is an issue. A client of mine that uses a diesel car narrated how he has been able to survive the malaise. He will buy diesel in kegs and leave it in his house for 2 days and later will filter the sulphur from the diesel and then pour it into the car. It is a hard way to travel and I am sure you are not ready for that but that price is on the high side. I have sold a 2014 sport diesel for 9 m. There are also additives that you can use to reduce the wahala and it is very effective too.

Hmmm, it will not kill the proud owner or else you wont buy it from someone. Just check the three components, engine, transmission and air suspension and also know the service history, the engine oil that they have been using, that oil is the major determinant as the engine is prone to failure due to the oil not being able to withstand the high temperature and bring it under control. If these three items are in order, take it and enjoy your ride.

So all you need to do is to use Premium. This is what the Economist said again because of you...But his biggest reason for sticking with premium, though, is that he was well aware that the car needed 91 octane to work properly when he bought it. And having paid upfront for the higher performance, he is reluctant now to throw that benefit away[i][/i]. Please when the RRS eventually enter my zone, bring it make I see am. Are you bringing the diesel or fuel. Dangote refinery will soon be completed. They are laying the foundation now, then we dont need boosters, Golf cars will be performing, BMW will be doing formula 1 on third mainlandbridge and our Range Rovers will roar endlessly looking for where to go. Until then....

erico2k2:
Bro there is nothing like Nigerian Spec, erase that thought, we account to nothing when it comes to buying cars from producers.Hope you are not delving into this weather Engine relationship again as it affects Engine.

on this fuel issue, i went to ppmc in abuja and sat down with their top engineers with just this poser: what is the fuel type that we are using in Nigeria? They stated that Nigeria is using regular unleaded and that anyone whose vehicle is not being run on that fuel is on its own that the cars, honda and toyotas are nigerian spec especially for that fuel type. If range rover states that you should use premium or octane 95 as minimum and that if its not available, use unleaded 98, what is the solution or is range rover confused? The momentum fuel is it at all stations or only at tescos? Because all information about the fuel is restricted on the internet because i learnt that shell has its own premium fuel too. But like the economist wrote in that first article that i pasted, using regular will not kill your car but it will make you spend more to overcome poor fuel economy and lower engine performance.

Durchmann:
What's your asking price, sir?
Also, what's the specs, sir?
More photos via email or whatsapp won't be a bad deal, sir.
Meanwhile,it seems the leather on the seats where re-made.

2.6m, 06, 65k miles, it was parked for a long time, dashboard, seats and body renewed.

erico2k2:
Sorry for late reply, NO you are wrong, the 95 is the regular, the middle one is the premiume, its the Momentum99, for high performance
https://www.tescopfs.com/our-fuels/tesco-momentum99

www.simplemotoring.co.uk/car-fuel-type

Types Of Car Fuel
What’s In A Name?
Most of the time, you don’t need to know much about the fuel your car uses.


Petrol or diesel?

That’s all you need to remember, although you would be surprised how many people get this wrong every year – misfuelling is a big problem.

However, there is a bit more to fuel than this, and even petrol comes in different types. We’ve produced a guide to the main types of fuel on offer in the UK – click on a link for more information:

Premium unleaded petrol
Super unleaded petrol
Diesel
LPG Autogas
Biofuels (biodiesel and bioethanol)
Petrol
Premium Unleaded (95 RON)
This is bog-standard unleaded petrol. Despite the name ‘premium’, it’s actually the standard petrol sold all over Europe.

95 RON refers to the octane level of the petrol. This is a measure of how easily the fuel will ignite inside an engine. Higher octane levels mean that the fuel will not ignite as easily and are required for some (a few) high performance engines.

Premium unleaded is suitable for almost all petrol engines. You should be safe to use it unless your car’s user manual specifically specifies that you should only use petrol with an octane rating higher than 95. Very few cars require this.

Premium unleaded fuel pumps are usually green. Check the label before you fill.

Super Unleaded (97/98 RON)
Super unleaded is the highest octane petrol that is widely available in the UK. A higher octane rating means that the fuel will require greater compression (more pressure) to ignite. Some car engines – especially high performance Japanese cars – require the use of super unleaded, while performance cars like Porsches and Ferraris will also tend to use this fuel, although it may not strictly be required.

Super unleaded can be used in any petrol engine but will only provide a beneficial effect in a small minority of engines as most engines are not able to take advantage of the higher octane rating.

Premium Fuels – e.g. Shell V-Power, BP Ultimate
Several fuel manufacturers offer own-branded high performance fuels that claim to offer additional benefits in addition to a higher octane rating. The best known example of premium petrol in the UK is probably Shell V-Power Unleaded. V-Power Unleaded has an octane rating of 99RON, the highest available in the UK.

Shell say that V-Power Unleaded offers three benefits – improved lubrication, cleaning action and higher performance (for engines that can benefit) due to the high octane rating.

Two alternative premium fuels are BP Ultimate Unleaded and Total Excellium Unleaded. These claim to offer similar benefits to V-Power but are only rated at 97RON.

Premium super unleaded petrol fuels can be used in any petrol engine but only some drivers/cars will experience a noticeable improvement in fuel economy or performance.

Like the Range Rover Evoque manual stated........
Super Green Plus 98 RON unleaded fuel (where
available) may be used as an alternative to the
standard 95 RON unleaded fuel.

9icetoo:
unless you are driving a buggati veyron or any of those cars with exotic engines, it is not a requirement to use premium unleaded fuel.
it is only a recommendation by manufacturers of regular cars that you use fuel with higher octane rating so you can have all the power and fuel economy promised on those cars.
that e90 BMW or mecerdes c320 will not grenade its engine if run on regular fuel. the ecu will adjust timing, to accommodate the lower quality fuel and you lose mpg and power. that is all that will happen. u may hear slight pinging when the car pulls hard or climbs a hill but nothing serious.
but pouring octane boosters down your corolla, Camry, accord, or civic tank is a fucking waste of money. my 2 cents.

Those cars that you mentioned are Nigeria's specs because they are suitable for our fuel. The BMW will not self grenade its engine but it will eventually die a slow death. Have you ever wondered why people are always changing their VW Golf engines? Where is Mercedes Vboot today even with all the roadside mechanics ability to fix it, the engine was a money spinner to those that imported them. It is only those who dont understand their vehicles that will use octane boosters in Toyota and Honda but on the other hand, Lexus and Acura requires it.

I only saw octane 95 which i believe is premium. The middle one should be the regular? Right?

The vio was set up by law to conduct tests for drivers, inspect and certify vehicles to be fit to be on the road. In those days, an off road sticker from the vio is like a sentence. Then came in corruption, and they all ganged up and made the FG to include roadworthy certificate as part of the documents to be in possession of every motorist meanwhile, the states did not deem it fit to build centers for physical inspection of vehicles hence you can register a vehicle still in the US and collect roadworthy certicate for a car that is not even in the country and with no documents to back it up. Until recently, people were printing their own booklets of roadworthy certificates and selling it to the motoring public. I have seen in the past where the Vio in lagos used to impound vehicles registered in abuja and they claim that they had fake registration numbers. I have gone round many states vio and the only one that is organised document wise is Bauchi state where they have a one stop shop of insurance, board of internal revenue, vio and frsc in one office. My friends just opened a computerised testing center in abuja and they pay the vio to help them enforce the law by making motorists to be brought to the center. Nassarawa vio sell fake vehicle documents in mararaba. The kaduna vio was disbanded by el rufai because they were all for themselves and not for the welbeing of the motoring public. Lagos vio has a core inspector who was brought in from the Federal ministry of works hence their visibility. The fashola regime failed as he could not reform the vio before he left office though he tried to set things right by establishing vio testing centers across lagos. That is all for today, tomorow is for my beloved frsc or someone should remind me

Sultan, the car belonged to my friend, and i knew the history before we decided to change it. The effect of regular fuel on the car. All the toks engines we bought did not work very well. Rockie, tell her to buy octane booster, her car will return back to the road.

I once changed the engine of the endeavor..it was not pleasant. The engine was already emitting white smoke and after 3 engines, with threats of army and police, it was finally resolved. The bottom line is go for a Toyota and enjoy the fuel. How many do you see on the road?

Land rover is the name of the parent company of range rover brand of suvs. They choose to keep the land rover name for the lr 3 and 4 and use the range rover for other vehicles based on the own decisions. I remember that my uncle owned a 1982 range rover in 1982 and it was a range rover while there was the defender called land rover which was used mostly by the military and the police. It's their company policy. Concerning the 2016 rr autobiography, let me have the specs you need. Colour, interior and many more before I can tell you the price

Now available

Premium unleaded fuel only.

Driving your Range Rover on regular fuel is one of the problems being faced by owners of the brand. Get octane boosters for the RR now.

Octane ratings
Difference Engine: Who needs premium?
Sep 17th 2012, 10:19 BY N.V. | LOS ANGELES


EVEN at the cheapest petrol station in your correspondent's neighborhood, filling up the family kidmobile with premium (91 octane) fuel now costs over $70. As the meter clocks up dizzying dollar amounts, he looks longingly at the regular (87 octane) pump. Switching from his vehicle’s recommended premium-grade fuel to the cheaper variety would lower his fuel bill by at least 20 cents a gallon (more than five cents a litre). The question is, would it be worth it?

On the surface, the decision appears easy. Because the name “premium” implies a souped-up fuel that packs an extra punch, many motorists actually believe it delivers more oomph or miles per gallon—and may therefore represent good value. The truth, however, is that premium contains no more energy than regular petrol—around 114,000 British Thermal Units per gallon, depending on the season, the region, the local pollution requirements, and the amount of bio-ethanol that has to be added to petrol in America by law to keep the country’s corn-growers in clover (see “Competition at the pump”, August 20th 2012). The difference between premium and regular petrol lies in the blend of hydrocarbons used to make the fuel, and the package of additives mixed into it.

Nowadays, petrol is made up of hydrocarbons (mainly paraffins, naphthenes and olefins) produced in a catalytic cracker or reformer. The refinery process breaks the crude oil’s large hydrocarbon molecules into smaller ones by vaporising them in the presence of a powdered catalyst (an absorbent mineral such as zeolite). The blend varies depending on where the crude came from, the refinery equipment used, and the grade of petrol being produced.

Additives are included to reduce carbon build-up inside the engine, improve combustion, inhibit corrosion and allow easier starting in cold climates. Fuels that meet the requirements for “Top Tier Detergent Gasolines” (a voluntary standard endorsed by BMW, General Motors, Honda, Toyota and Volkswagen) contain more detergent in their additive packages than the minimum required by the authorities.

Another key additive that blenders stir into their brew is ethanol. That is done these days primarily to boost the fuel’s octane rating. A higher octane rating allows an engine to use a compression ratio of, say, 12-to-one instead of a more usual ten-to-one. The greater the compression, the higher the temperature within the combustion chamber. And the higher the temperature, the greater the thermal efficiency and power produced. In a nutshell, high-compression engines designed for performance need high-octane petrol.

Though ethanol has less energy per gallon than petrol, it has a considerably higher research octane number (RON)—around 108 to premium’s 97. It should be noted that this is not the octane rating seen on the pump in America. The RON figure results from a laboratory test done using a special engine with a variable compression ratio.

In the fuel test, the compression is raised until the engine begins to “knock”—ie, the fuel in the cylinder ceases to burn smoothly and instead detonates before it can be ignited by the spark plug. The cylinder pressure at which this occurs is then compared with that achieved while the engine is running on a reference fuel (a mixture of iso-octane and n-heptane). The ratio of the two pressures provides the RON of the fuel in question.

A better way of measuring a fuel’s ability to resist knocking under load is the so-called motor octane number (MON) test. This uses a similar test engine, but with a preheated fuel mixture, a higher engine speed and variable ignition timing. Because it uses more real-world conditions, the MON rating is typically eight to ten points lower than the equivalent RON figure.

In Europe, the octane rating on the pump is simply the RON figure. America, by contrast, uses the average of the RON and the MON figures, called the AKI (anti-knock index). Thus, 97 octane “super unleaded” in Britain is roughly equivalent to 91 octane premium in the United States.

Whatever the test, the point is that knocking needs to be avoided at all cost. If allowed to continue, it can quickly cause an engine to disintegrate. That is because when the air-fuel mixture in the cylinder detonates spontaneously before reaching the top of its compression stroke, the rising piston confronts a wall of rapidly expanding gases from the explosion, which attempt to force the piston back down the cylinder. The stresses caused by suddenly trying to reverse the rotation of the engine can become high enough to shatter the pistons, connecting rods and parts of the crankshaft.

To prevent that happening, a high-compression engine uses a blend of hydrocarbons that is somewhat less combustible than normal. Ethanol has an auto-ignition temperature of 362ºC, while petrol bursts into flames without a spark between 246ºC and 280ºC, depending on the blend. Therefore, adding a little ethanol to petrol can raise the auto-ignition temperature enough to prevent the blend from igniting purely from the heat generated during compression.

On the face of it, then, a motorist would seem ill-advised to use regular petrol in a car with a high-compression engine. That was certainly the case in the past. But cars today have sensors that listen carefully for the knocking sound, and instantly retard the ignition system when they detect that detonation is about to happen.

The delay in delivering the retarded spark allows the piston to start moving downward on its expansion stroke before the ignition actually occurs. That provides additional room in the cylinder head for the gases to expand and thereby reduce their damaging peak pressure—and so burn in a more controlled manner.

To sum up, if the car’s handbook says that premium petrol is “recommended” (rather than insisting it is “required”), then the engine will automatically adjust itself to run smoothly on a lower octane fuel. Because of the retarded ignition, the engine will, of course, produce less power, and have slightly higher fuel consumption. But the poorer fuel economy is likely to be outweighed by the savings at the pump.

Even so, your correspondent remains reluctant to make the switch. One reason is that no one has been able to tell him what damage is done, if any, by running the engine permanently in a retarded state, and forcing the anti-knock system to remain active all the time.

Another reason is because all the vehicle’s emissions testing was done using the recommended grade of fuel. Despite the fact that modern fuel-injection systems adjust the air-fuel mixture for changing conditions, your correspondent still has no idea how much more pollution the car might dump into the atmosphere if he switched to regular. Premium certainly has a better additive package, which helps keep the tailpipe clean as well as the inside of the engine.

But his biggest reason for sticking with premium, though, is that he was well aware that the car needed 91 octane to work properly when he bought it. And having paid upfront for the higher performance, he is reluctant now to throw that benefit away.

As for those who earnestly believe (and quite a few do) that filling the family Toyota with premium will somehow make it go faster or deliver more miles to the gallon, all one can say is don’t bother. As one wit noted, the only thing it will make run faster is money from your pocket.

Octane ratings
Difference Engine: Who needs premium?
Sep 17th 2012, 10:19 BY N.V. | LOS ANGELES


EVEN at the cheapest petrol station in your correspondent's neighborhood, filling up the family kidmobile with premium (91 octane) fuel now costs over $70. As the meter clocks up dizzying dollar amounts, he looks longingly at the regular (87 octane) pump. Switching from his vehicle’s recommended premium-grade fuel to the cheaper variety would lower his fuel bill by at least 20 cents a gallon (more than five cents a litre). The question is, would it be worth it?

On the surface, the decision appears easy. Because the name “premium” implies a souped-up fuel that packs an extra punch, many motorists actually believe it delivers more oomph or miles per gallon—and may therefore represent good value. The truth, however, is that premium contains no more energy than regular petrol—around 114,000 British Thermal Units per gallon, depending on the season, the region, the local pollution requirements, and the amount of bio-ethanol that has to be added to petrol in America by law to keep the country’s corn-growers in clover (see “Competition at the pump”, August 20th 2012). The difference between premium and regular petrol lies in the blend of hydrocarbons used to make the fuel, and the package of additives mixed into it.

Nowadays, petrol is made up of hydrocarbons (mainly paraffins, naphthenes and olefins) produced in a catalytic cracker or reformer. The refinery process breaks the crude oil’s large hydrocarbon molecules into smaller ones by vaporising them in the presence of a powdered catalyst (an absorbent mineral such as zeolite). The blend varies depending on where the crude came from, the refinery equipment used, and the grade of petrol being produced.

Additives are included to reduce carbon build-up inside the engine, improve combustion, inhibit corrosion and allow easier starting in cold climates. Fuels that meet the requirements for “Top Tier Detergent Gasolines” (a voluntary standard endorsed by BMW, General Motors, Honda, Toyota and Volkswagen) contain more detergent in their additive packages than the minimum required by the authorities.

Another key additive that blenders stir into their brew is ethanol. That is done these days primarily to boost the fuel’s octane rating. A higher octane rating allows an engine to use a compression ratio of, say, 12-to-one instead of a more usual ten-to-one. The greater the compression, the higher the temperature within the combustion chamber. And the higher the temperature, the greater the thermal efficiency and power produced. In a nutshell, high-compression engines designed for performance need high-octane petrol.

Though ethanol has less energy per gallon than petrol, it has a considerably higher research octane number (RON)—around 108 to premium’s 97. It should be noted that this is not the octane rating seen on the pump in America. The RON figure results from a laboratory test done using a special engine with a variable compression ratio.

In the fuel test, the compression is raised until the engine begins to “knock”—ie, the fuel in the cylinder ceases to burn smoothly and instead detonates before it can be ignited by the spark plug. The cylinder pressure at which this occurs is then compared with that achieved while the engine is running on a reference fuel (a mixture of iso-octane and n-heptane). The ratio of the two pressures provides the RON of the fuel in question.

A better way of measuring a fuel’s ability to resist knocking under load is the so-called motor octane number (MON) test. This uses a similar test engine, but with a preheated fuel mixture, a higher engine speed and variable ignition timing. Because it uses more real-world conditions, the MON rating is typically eight to ten points lower than the equivalent RON figure.

In Europe, the octane rating on the pump is simply the RON figure. America, by contrast, uses the average of the RON and the MON figures, called the AKI (anti-knock index). Thus, 97 octane “super unleaded” in Britain is roughly equivalent to 91 octane premium in the United States.

Whatever the test, the point is that knocking needs to be avoided at all cost. If allowed to continue, it can quickly cause an engine to disintegrate. That is because when the air-fuel mixture in the cylinder detonates spontaneously before reaching the top of its compression stroke, the rising piston confronts a wall of rapidly expanding gases from the explosion, which attempt to force the piston back down the cylinder. The stresses caused by suddenly trying to reverse the rotation of the engine can become high enough to shatter the pistons, connecting rods and parts of the crankshaft.

To prevent that happening, a high-compression engine uses a blend of hydrocarbons that is somewhat less combustible than normal. Ethanol has an auto-ignition temperature of 362ºC, while petrol bursts into flames without a spark between 246ºC and 280ºC, depending on the blend. Therefore, adding a little ethanol to petrol can raise the auto-ignition temperature enough to prevent the blend from igniting purely from the heat generated during compression.

On the face of it, then, a motorist would seem ill-advised to use regular petrol in a car with a high-compression engine. That was certainly the case in the past. But cars today have sensors that listen carefully for the knocking sound, and instantly retard the ignition system when they detect that detonation is about to happen.

The delay in delivering the retarded spark allows the piston to start moving downward on its expansion stroke before the ignition actually occurs. That provides additional room in the cylinder head for the gases to expand and thereby reduce their damaging peak pressure—and so burn in a more controlled manner.

To sum up, if the car’s handbook says that premium petrol is “recommended” (rather than insisting it is “required”), then the engine will automatically adjust itself to run smoothly on a lower octane fuel. Because of the retarded ignition, the engine will, of course, produce less power, and have slightly higher fuel consumption. But the poorer fuel economy is likely to be outweighed by the savings at the pump.

Even so, your correspondent remains reluctant to make the switch. One reason is that no one has been able to tell him what damage is done, if any, by running the engine permanently in a retarded state, and forcing the anti-knock system to remain active all the time.

Another reason is because all the vehicle’s emissions testing was done using the recommended grade of fuel. Despite the fact that modern fuel-injection systems adjust the air-fuel mixture for changing conditions, your correspondent still has no idea how much more pollution the car might dump into the atmosphere if he switched to regular. Premium certainly has a better additive package, which helps keep the tailpipe clean as well as the inside of the engine.

But his biggest reason for sticking with premium, though, is that he was well aware that the car needed 91 octane to work properly when he bought it. And having paid upfront for the higher performance, he is reluctant now to throw that benefit away.

As for those who earnestly believe (and quite a few do) that filling the family Toyota with premium will somehow make it go faster or deliver more miles to the gallon, all one can say is don’t bother. As one wit noted, the only thing it will make run faster is money from your pocket.

erico2k2:
If you have read what i wrote mayB you would have agreed, Regular fuel here is 95 while premium is 98.
You actually wrote it there yourself, is this not waht I have been trying to tell you, octane rating of minimum 95 is that not regular

Continued from Range Rover Evoque owners Manual......

If a heavy persistent engine knock is detected,
even when using fuel to the recommended
octane rating, or if you hear engine knock while
holding a steady speed on level roads, consult
your Dealer/ Authorised Repairer to have the
problem corrected. Failure to do so is misuse
of the vehicle, for which Land Rover is not
responsible. If in doubt seek advice from a
Dealer/Authorised Repairer in the territory
concerned.
Super Green Plus 98 RON unleaded fuel (where
available) may be used as an alternative to the
standard 95 RON unleaded fuel.

The fuel tank that I showed that was 91 min was for an Audi q7, ditto the lincoln navigator and Mercedes benz, they all require 91 min. Regular unleaded is 89-90 ron and that is what Nigeria is using and even recently I got the confirmation from PPPRA. The minimum requirement for all these super cars is 91 ron. Hope the RRS is still coming to Nigeria?

Engine flush is good only if there is sludge in the engine. Abro engine flush is not ideal as there are always metal particles in the used oil. Its a small bottle and it states the oil will be flushed in 3mins. If he cant get good engine flush, use it once to clean the sludge and upgrade the oil that you use to good synthetic oils

Gazz, which papers? They are looking for the roadworthy certificate of a car which they never saw but certified that the vehicle is worthy to be on the road. How on earth can an agency issue roadworthy certificate to a vehicle that they never saw nor inspected? Until the regime of physical vehicle inspection is implemented, there will never be sanity on the road

erico2k2:
Bro thats what I use daily,and all of my friends same as well.I have a mate of mine jst got teh M4,16 model, using regular, I recon these cars are built to adapt, but if you chose to use high octane then up to you plus I have use a full tank of the premium stuff b4 BY Mistake lifting the wrong nozzle, I still cant remember any difference.

From Range Rover Manual.....
OCTANE RATING
Your Land Rover requires the use of premium
unleaded fuel with a minimum octane rating of
95 RON to achieve optimum performance, fuel
economy and driveability.
If premium unleaded fuel is not available, you
may use unleaded fuel with a lower octane
rating, down to a minimum of 91 RON , but this
may reduce engine performance, increase fuel
consumption, cause audible engine 'knock' (a
metallic rapping noise from the engine) and
other driveability problems.
Do not use fuels with an octane rating
lower than 91 RON as severe engine
damage may occur.
Note: Occasional, light, engine knock
experienced while accelerating or climbing hills
is acceptable.

Thanks for the update, my guy.

Unleaded premium fuel is what porsche, range rovers, mercedes benz, bmw, acura, vw, audi, lexus and nissan are required to use. Porsche in nigeria vlaims to be using euro 4 after their modifications but the ones brought from the Usa is euro 5. A client of mine imported a 2015 autobiography range rover 3.0 supercharged directly from the factory in the Uk, it was modified to use regular unleaded for nigeria. Nigeria uses regular unleaded fuel and ask around if you can use regular unleaded in your 75k bolide.

Na my very good customer that got fed up with his car not fixed at his own convenience

Hmmmmm

Yes, thanks

You are welcome. Let your pastor use dexron 11 e Mobil.

Airforce vehicle mechanic yard, Agege. Call 08098534267

olujideadeniji:
Pls car doctor,what atf can use for my 1998 ford galaxy automatic gear ?.

mercon, most dextron 111 are interchangeable with mercon. I suggest that you look for truvalue atf dexron 111 or oando dexron 111.

post=48864249:
I use Hyundai accent 2013 model please which engine oil and atf should I use for the car. Hoping for your quick response

Many options exist for the engine oil suitable for your car but read the manual of the car and you can decide whether to go for the best synthetics or the management and staff oils. For the atf, sp 111 or sp 1v for which pureguard global synthetic is ideal

Does your Range Rover engine clatter on warm up? The engine oil that is being used is the culprit. Just look for the highest grade of Castrol edge and it will gradually go away

Yes, very active