Maintenance & Technical > KX500 Original

On the subject of race gas

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Rd:


--- Quote ---http://www.generalaviationnews.com/2009/11/29/preparing-for-the-end-of-100ll/
--- End quote ---

100ll may be a short term alternative and requires rejetting :-D

Motorrad:
d**n EPA strikes again..  Bastards

sandblaster:
Well, it's only time and money to figure out what to use next  :|

Hillclimb#42:
Well, there is a great search function for most if not all of the modification questions. The fuel question is a good one. Its my understanding that running the octane that your motor needs is the seceret. When modifying the head, to add compression, your chances of pre-ignition increase. The added compression will ignite the fuel before the spark plug, causing a double fire, which interefere with each other. The results can be anywhere from a new noise to an engine failure.
Pump gas is pretty much junk anymore. The ethanol content really draws moisture, and there is no way to know, if the fuel is fresh fuel. All fuels degrade with exposure to heat, light and air, so its as important to run fresh, clean fuel as possible to have high  enough octane for the new head mods.
Buying fuel with too high of an octane will not cause any damage to my knowledge, but will result in not using all of the potential of that fuel. It may actually hurt performance slightly. Oxygenated fuels are known to be more maintenance. The oxygenated parts are ethers, which evaporate quickly. When the ethers burn the by product is oxygen which is great for combustion. The maintenace comes in when you're done riding. Most guys will drain their fuel to capture as much of the performance as possible in their fuel cans. All Vp fuels come in a sealed metal container which seals their fuel to maintain all of its performance qualities. For the most part, a stock engine can live on pump gas with no issues. The freshness seem to be the important quality there. The shop altering your head should be qualified to also recommend a fuel octane. If you trust them with the head mod, then it should be easy enough to hear their advice about it. No matter what, keep your fuel protected. Out of the sun, in a sealed metal container, do not stock pile quanities, whatever you can do to keep it fresh and clean. They recommend going up 2 main sizes on both the main and slowjet. Thats probably the best way to jet anything start fat, and lean down until all bogging goes away. Too lean will definately melt her down. Do frequent plug checks, until you're positive that you got it right.
Camm II -110-leaded
Turbo Blue -110
Vp C12 -108-leaded non-oxygenated   compression ratios under 15:1
Vp-u4.4 -103-leaded and oxygenated

delphipro5:
Good stuff hillclimb#42! Wow this is tough for me to figure what I want to do! So, if im getting this right, the C12 and the vp110 has a higher octaine rating than the U4.4.. and in turn will need a higher compression to detonate, which means increased chance of false detonation? Also, they say that U4.4 designed to be a direct replacement for pump gas, so not much should need to be done in the way of compression to run it. right? Well I have been back and forth on this thing and I don't like the idea of having to drain the tank and carb. after every ride BUT it is not that tough to do really. And I know that It is a lot of $$ for fuel but I think it is worth it to get consistencey.  SO...... U4.4 it is!

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