There sure are a lot of oxygenated fuels, both leaded and unleaded. My figuring is, between the less restrictive glass paks and the fuel change, a 10 % power increase is a reasonable assumption. The unoxygenated leaded I use now has a 110 (R + M) / 2 octane and a 0.729 specific gravity. It is a moderately fast burning fuel and it works well in the thin air at B-ville.
The first job is to look at octane requirements. The static compression ratio is used a lot and it's relation to detonation is what we call a "very vague abstraction" in engineering. My guess this is a number 4 in accuracy. Right now I am looking at BMEPs. They are a much better abstraction than the static CR and maybe ranked 3. Virtual modeling in Engine Analyser Pro would be better at a #2 ranking. The actual pressure readings from sensors would be the #1 most accurate and best way.
Method #1 is out. This would be like trying to teach a monkey how to do watch repair, #2 will be after AUS when I have some money, Method 3 is what I am doing now, and Method 4 is too mickey mouse.
The first printout shows the assumption that using the fuel and pipes will move the peak power 500 rpm higher than where it is now. Note the VE is a moderate 107 percent and the BMEP is 189 psi. This is not too radical of a VE or BMEP change. The second printout models an "across the board" torque increase with the 10% power increase happening at 7,300 rpm, where it does now. The VE changes to 112% and the BMEP goes up to 200 psi. Big changes.
This little modeling exercise tell me this. First, use the knock light during dyno work. There is a good chance I will be in unexplored territory as per VE and BMEP. Second, pay attention to torque curve shape. Curves with peaks at a lower rpms are a big concern. Third, start out with an oxygenated gas with some substantial octane. My best guess is (R = M)/2 over 100. This eliminates a lot of the oxygen enriched unleaded gasolines on the market.