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[QUOTE="slodsm, post: 839796, member: 54995"] It always amazes me when an internet "Non Noob" such as yourself who seems to be a person of obviously superior intellect than those of us who only found the internet last week when we discovered hooking phone lines into our computers in our trailers one night after drinking Millwalkee's best for three days straight tries to seem so superior simply because of an earlier joined date or larger post count. Now that we both have our insults out of the way, let's have a real discussion. Yes, I am a noob to DRN, big deal. I made my first 11 second pass in Jan of 1994, I didn't even have a full drivers license yet. I am far from a noob at the internal combustion engine, thank you. As for my credentials, I have few compared to you I am sure but let me add what I do have, I have been a full time body and paint man which was my introduction to auto's from jsut stepping on the gas. From there I went to a tech school in the Marine corps, I have been a mechanic, a collateral duty inspector, a fully quallified quality assurance rep for engines, transmissions, rotors, avionics, radios, and hydraulics and servos. I am FAR from a noob at mechanical knowledge. Now, before you reply to this post, I beg you to put out the flame thrower you are getting ready to use and think about the following, for you to even care, you are bound to be doing some form of technical job for a career or if not, have a keen interest in it. In having that interest, I am sure you have discovered that not all things written are bible so to speak. Now, take into acct that yes, you can engineer your fuel to burn at a certain rate BUT, we are talking about plain old sunoco 118 leaded race fuel. Lets see where we can go here. The car this fuel was intended to be run in (being a race car, I have owned many) will most likely be a very high compression setup creating massive heat in the combustion chamber which will heat the valves enough to actually ignite pump gas upon entry into the chamber vice when the plug fires. If not, it is a forced induction motor which is already operating at probably 300% VE (volumetric efficiency) simply because the vacuum of the motor no matter how strong only has 14.7 lbs to draw from because that is the atmospheric pressure (on average). Race cars with blowers once again although low compression are usually pushing around 30+ PSI of boost, they also need a slower burning fuel to avoid pre ignition and catastrophic failure of the engine. I have seen in my own cars running only 22 PSI of boost as much as .5 seconds in the 1/4 mile from running a car tuned for 93 octane to VP 110, and the VP was slower because it effectively lowers the static compression ratio of the engine due to what? If you said slower burn rate, you won a cookie. Now lets take into factor how these bikes were designed. Someone making a lot more money than we are has on paper the exact volumetric efficiency, the cam timing, spark timing, static and dynamic compression ratios, and averaged the expected heat index the bike will be running in to give you the proper grade of fuel to run with it. Are you saying you are smarter than him? Maybe, maybe not but the fact remains you didn't design it, he did and it's meant to work the way he wanted. If you were to completely remapp the ignition timing and add an adjustable cam gear to adjust valve timing, yes, you could see gains from the high octane fuel. Otherwise, simply a loss. I have now stated my points as clear and concisely as possible without gettign rediculous. Take into acct that when you remain disbelievers, it will not come as a shock to me because I have another friend with an 03 Cobra on 18 lbs who has witnessed the loss of 19 HP on the dyno from using 110 leaded. He still believes it was a fluke and runs the race gas at the track and is consitently slower than on 93 octane. In closing, all I can say is OPEC must love you guys. :cool: [/QUOTE]
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Honda MX & Off-Road Dirt Bikes
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