A бе 95-ка е подобра само за Lancer-ите 
Кај нив палењето е подесено за 91 октан 
Се зезам, еве линк од Енциклопедија:
Higher octane ratings correlate to higher activation energies: This being the amount of applied energy required to initiate combustion. Since higher octane fuels have higher activation energy requirements, it is less likely that a given compression will cause uncontrolled ignition, otherwise known as autoignition or detonation.
It might seem odd that fuels with higher octane ratings are used in more powerful engines, since such fuels ignite less easily. However, detonation is undesirable in a spark ignition engine, and is signified by audible "pinking" or in more extreme cases "knock".
A fuel with a higher octane rating can be burnt in an engine with a high compression ratio without causing detonation, as such fuels are less prone to detonation. Compression is directly related to power and to thermodynamic efficiency (see engine tuning), so engines that require a higher octane fuel usually develop more motive power and therefore do more work in relation to the calorific value of the fuel (BTU) being used. Power output is a function of the properties of the fuel used, as well as the design of the engine itself, and is related to octane rating of the fuel. Power is limited by the maximum amount of fuel-air mixture that can be brought into the combustion chamber. When the throttle is partly open, only a small fraction of the total available power is produced because the manifold is operating at pressures far below that of the external atmosphere (depression). In this case, the octane requirement is far lower than when the throttle is opened fully and the manifold pressure increases to almost that of the external atmosphere, or higher in the case of forced induction engines (See supercharged or turbocharged engines).
Many high-performance engines are designed to operate with a high maximum compression, and thus demand fuels of higher octane. A common misconception is that power output or fuel efficiency can be improved by burning fuel of higher octane than that specified by the engine manufacturer. The power output of an engine depends in part on the energy density of the fuel being burnt. Fuels of different octane ratings may have similar densities, but because switching to a higher octane fuel does not add more hydrocarbon content or oxygen, the engine cannot develop more power.
However, burning fuel with a lower octane rating than that for which the engine is designed often results in a reduction of power output and efficiency. Many modern engines are equipped with a knock sensor (a small piezoelectric microphone), which sends a signal to the engine control unit, which in turn retards the ignition timing when detonation is detected. Retarding the ignition timing reduces the tendency of the fuel-air mixture to detonate, but also reduces power output and fuel efficiency. Because of this, under conditions of high load and high temperature, a given engine may have a more consistent power output with a higher octane fuel, as such fuels are less prone to detonation. Some modern high performance engines are actually optimized for higher than pump premium (93 AKI in the US). The 2001 - 2007 BMW M3 with the S54 engine is one such car. Car and Driver magazine tested a car using a dynamometer, and found that the power output increased as the AKI was increased up to approximately 96 AKI.
Most fuel filling stations have two storage tanks (even those offering 3 or 4 octane levels): those motorists who purchase intermediate grade fuels are given a mixture of higher and lower octane fuels.
"Premium" grade is fuel of higher octane, and the minimum grade sold is fuel of lower octane. Purchasing 91 octane fuel (where offered) simply means that more fuel of higher octane is blended with commensurately less fuel of lower octane, than when purchasing a lower grade. The detergents and other additives in the fuel are often, but not always, identical.The octane rating was developed by chemist Russell Marker at the Ethyl Corporation c1926. The selection of n-heptane as the zero point of the scale was due to the availability of very high purity n-heptane, not mixed with other isomers of heptane or octane, distilled from the resin of the Jeffrey Pine. Other sources of heptane produced from crude oil contain a mixture of different isomers with greatly different ratings, which would not give a precise zero point.
