The fuel makes the heat. Everything else has to live with it.

Everything else has to live with it

Every blend VP makes started with a complaint: an engine that nothing on the shelf could feed. The rest of the catalogue started the same way, one component further along.

A race fuel's job ends in the combustion chamber. What it leaves behind does not. More cylinder pressure and more timing mean more heat in the oil, more load through the bearings and the gearbox, more temperature in the cooling system, and a car arriving at the braking zone faster than it did last season. A team that finds power in the fuel finds the next weakest part of the car soon afterwards.

The range grew outward from the tank

So the range grew outward from the tank. Racing oils in full synthetic, synthetic blend and traditional mineral grades. Gear oils for gearboxes and differentials. Four-stroke and two-stroke powersports oils. Coolants, a racing brake fluid, and an assembly lube for the build itself. And for the drag strip, the traction compound that goes down on the track before anybody races on it.

The test is the one the fuel already faces. Not whether it works once on a dyno, but whether it holds up through a season, run by a team that would notice if it didn't.

Where it runs

The Erbacher Top Fuel team runs VP fuel and VP oil, in a dragster making around eleven thousand horsepower. The same family's Porsche restomod workshop recommends VP 15W-50 for the engines it builds.

Jimmy Ålund, Michael Malmgren and Stefan Ernryd, who have spent the better part of a decade trading FIA European Pro Stock titles, run VP fuel and oil.

VP traction compound has prepared the surface at Santa Pod for years. In 2026 it went down at every round of the FIA European Drag Racing Championship, and it was Hockenheim's first year using it.

Fuel is still what VP is known for. The rest of the range exists because the people buying the fuel kept finding the next limit.