Petrol (I understand: the refined fuel used in Otto engines, not the crude oil) has some variability, depending on the crude oil used, the standards of the country and producer, and more.
The heat of combustion is rather constant, because the variable constituents bring more or less the same. Only measurements are accurate, but you can compute realistic figures by assuming some mean molecule like octene C8H16 and calculating the reaction heat, from the enthalpies of formation of the hydrocarbon and the produced water and carbon dioxide. Distinguish between the lower and higher calorific power, depending on whether water is produced gaseous or liquid. Figures like 44MJ/kg are common.
Some exhaust pollutants, especially the sulphur oxides, result directly from the sulphur amount left in the fuel. The other pollutants don't and can't be predicted because they depend on the combustion conditions, especially so for soot and for nitrogen oxides.
Older Diesel with a pre-chamber made more soot, but this depended heavily on the engine good tuning, and older petrol engines with a carburettor made less. Recent common-rail Diesel make less coarse-grained soot so they can have an exhaust filter, but still produce fine soot. Recent direct injection petrol engines make more soot than the older ones, including fine soot that passes through the exhaust filter.
The fuel composition does influence soot but this is strictly experimental observation. Many people associate aromatic molecules with soot production, but experiments don't confirm that in engines. In common-rail Diesel, fuel too easy to ignite (high ketene number) tends to soot more, while some synthetic fuels don't soot at all. And in old pre-chamber Diesel, vegetable oils in the fuel reduce soot a lot, but unfortunately they destroy the recent common-rail Diesel.