110 octane fuel

[T-MAC 450R]

is it safe to run 110 in my 2005 450R?:macho

[DJJ450r]

i run 111 with a stock piston

[440ex kid]

Your wasting your money, but its pretty safe.

[mills_racing]

i think i remember a big builder sayin u are wasting your money running race fuel with a stock compression piston because there will b no gains....

[ESrider]

It's safe and a waste of money. A stock bike will usually run better on 93 octane.

[benwa450r]

Race fuel with stock compression may run cooler due to alcohol in fuel but it may hurt performance because the fuel burns slower. It's also a waste of money.

[T-MAC 450R]

so i should wait till the pipes cams and pistons

[450r51]

deffinetly.

[desratt]

wait for piston

[quad9]

i have seen about a 3-4 hp gain with some fuels on the dyno.
VP MRX01 is a good fuel, but you will pay for it!!! and you must jet for it.

[DirtDevilBT]

I run 91 all day at Glamis, no problems, good jetting, good plug color, no pinging. If you run a high comp piston in the r above 12:1 (some ppl say 13 but that's stretching it) you should run race gas to get the most results and safest power out of the modification. A 10.5:1 ratio doesn't need anything above 93, that is until you add NOS or a turbo. :eek2:

Compare what power you are making running race gas. Then compare how much you are spending for that "temporary" power. Now think about that amount of money being spent on something more practical like a cam or 12:1 piston. lol, or neo lights that make it go faster.

[Honda]

The higher octane fuel is used in high compression or high heat engines to lower the detonation threshold, the more octane a fuel has, the slower it will burn. The slower burn helps eliminate detonation, which is very unhealthy to an engine.

Now, you only need enough octane to prevent the detonation in your motor, any more than what you need, and you will actually lose power due to the slower burn of the fuel.

Typically, I won't run anything less than 93 octane on most my engines (lawnmower, weedeater, trucks and cars). I do however have a turbo car which runs C16 which is 117 octane. I do still run 93 or 94 octane Sunoco in my 450R.

If I was running a High Comp Piston, then I would definatly run a higher octane, but only enough to prevent any detonation.

Listed below are the four basic qualities of fuels. As in everything, there are trade-offs. You can't make a racing fuel that has the best of everything, but you can produce one that will give your engine the most power. This is why VP produces different fuels for different applications. The key to getting the best racing gasoline is not necessarily buying the fuel with the highest octane, but getting one that is best suited for your engine.


Some Information below, from the VP Racing Website.


1. OCTANE: This does nothing more than rate a fuel's ability to resist detonation and/or preignition. Octane is rated in Research Octane Numbers, (RON); Motor Octane Numbers, (MON); and Pump Octane Numbers (R+M/2). Pump Octane Numbers are what you see on the yellow decal at gas stations, representing the average of the fuel's MON and RON. VP uses MON because this test method more accurately simulates racing conditions. The conditions under which fuels are tested using the RON method are not as demanding, thus the number is normally higher than the MON rating. This leads many other fuel companies to rate their fuels using the RON in an effort to make them appear more resistant to detonation. Don't be fooled by high RON numbers or an average -- MONs are the most relevant ratings for a racing application. Be aware, however, the ability of fuel to resist detonation is a function of more than just octane.

2. BURNING SPEED: This is the speed at which fuel releases its energy. At high RPMs, there is very little time (real time - not crank rotation) for fuel to release its energy. Peak cylinder pressure should occur around 20° ATDC. If the fuel is still burning after this, it is not contributing to peak cylinder pressure (which is what the rear wheels see).

3. ENERGY VALUE: An expression of the potential energy in the fuel. The energy value is measured in BTUs per pound, not per gallon. The difference is important. The air:fuel ratio is expressed in weight, not volume. Generally speaking, VP's fuels measure high BTUs per pound and thus, have a higher energy value. This higher energy value will have a positive impact on horsepower at any compression ratio or engine speed.

4. COOLING EFFECT: The cooling effect on fuel is related to the heat of vaporization. The higher a fuel's heat of vaporization, the better its ability to cool the intake mixture. A better cooling effect can generate some horsepower gains in 4-stroke engines, and even bigger gains in 2-stroke engines.


:chinese:

[450r's r sexy]

yeah i think its 10.5 conpression so i mean **** i run non stop 100 with my 480 so i mean its kool i have mine at 11

[jeepnrocks]

Perfectly safe but not really necessary unless you race and not even then really. I only say that becasue it will burn cooler than regular pump fuel and keeping temps down is a good thing especially in an xc race where the rad can get caked with mud

[Punk'd]

91 or 93 is what I run I believe.