What do you think on Race fuel?
#11
03-01-2010, 02:21 PM
+1
and Don't use car oil in you bike unless you are really sure about it. The engine oil in our bikes is shared with the transmission/clutch which means most car oils won't work (especially if they say 'cleaners added' or "high mileage engines"). Use a Motorcycle specific oil. (I would recommend Amsoil full synthetic but it is pricey).
and Don't use car oil in you bike unless you are really sure about it. The engine oil in our bikes is shared with the transmission/clutch which means most car oils won't work (especially if they say 'cleaners added' or "high mileage engines"). Use a Motorcycle specific oil. (I would recommend Amsoil full synthetic but it is pricey).
However there are some car oils that work well. I use the Shell Rotella T 5W-40 full synthetic in all my watercooled bikes. It has excellent viscosity and heat range, and is cheap. I've seen no clutch slipping and I do know tons of people who run it. Here's a chart on some good oils to try. This guy has some good research on it and his oil filter chart is spot on too.
http://www.calsci.com/motorcycleinfo/Consumables.html
#12
03-01-2010, 04:21 PM
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#13
03-02-2010, 08:04 PM
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Race gas will do nothing for you. With stock compression, cam grind, cam and ignition timing, running anything above 87 octane will do nothing for you. Higher octane fuel is less volatile and therefore pre-detonates at higher pressure, allowing you to run higher compression and run properly. It won't do anything for your F2, it'll just cost you more every fill up. Save those dollars and use them for something worthwhile like good synthetic oil.
I understand timing and compression with lower octane(more Hp with more detenation). But the Japenese to sell a bike that takes 87 octane is too weird to believe with carbs.
#14
03-02-2010, 08:22 PM
So you are saying are bikes are set up for 87 octane? Makes the Japenese sound like american car builders. Something isn't it right with that.
I understand timing and compression with lower octane(more Hp with more detenation). But the Japenese to sell a bike that takes 87 octane is too weird to believe with carbs.
I understand timing and compression with lower octane(more Hp with more detenation). But the Japenese to sell a bike that takes 87 octane is too weird to believe with carbs.
#15
03-02-2010, 09:19 PM
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11.6-1 compression is very aggressive! Try doing that to your civic and you couldn't get around to changing the oil on 87 octane. It would either damage the valves or burn a hole through the piston.
Nascar has 14-1 compression and most cars have 9.5-10 to 1 compression. I am going to have to try this crazy idea on 87 octane.
I did only get 72hp on 93 octane on the dyno. I will have to see. You know that lower octane has a higher flash point an creates more heat right?
Nascar has 14-1 compression and most cars have 9.5-10 to 1 compression. I am going to have to try this crazy idea on 87 octane.
I did only get 72hp on 93 octane on the dyno. I will have to see. You know that lower octane has a higher flash point an creates more heat right?
#17
03-03-2010, 01:38 PM
Trust me, the manual says 86 octane AKI required, and some bikes have the 91 RON octane fuel sticker or rating in the manual. These are all just different ways of calculating octane and AKI octane is what's put on the pump in the US, and is 5 points lower than RON, which is used in Europe.
Another reason why you don't need premium in the bike is the small size of the piston. The flame front does not have to travel far and therefore you won't have problems with knocking with regular. That's why 11.6 compression is very reasonable in this bike. Knocking is not just a function of compression but also of head temperature, squish volume, cylinder size (i.e. flame front travel time), valve and ignition timing, etc.
Long story short, 11.6 compression will require high test in an aircooled ducati because of it's bigger pistons and less efficient head cooling, but in a cbr600 87 octane will work great.
Another reason why you don't need premium in the bike is the small size of the piston. The flame front does not have to travel far and therefore you won't have problems with knocking with regular. That's why 11.6 compression is very reasonable in this bike. Knocking is not just a function of compression but also of head temperature, squish volume, cylinder size (i.e. flame front travel time), valve and ignition timing, etc.
Long story short, 11.6 compression will require high test in an aircooled ducati because of it's bigger pistons and less efficient head cooling, but in a cbr600 87 octane will work great.
#18
03-03-2010, 02:09 PM
I rather spend a couple cents more at the tank for a higher grade fuel that is more cooler of a burn than a hotter burn like 87. If it gets hot outside and your running that bike hard with a lower grade fuel you could get denotation. On my z with advance ignition and with a 9.6:1 I run 91 or higher and this is a less aggressive motor than these bikes. Other wise denotation will come back and haunt you. Seen it on the GTO and several other things. 4 stroke is a 4 stroke.
#19
03-03-2010, 02:15 PM
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