Gasoline question

[Jaysep]

Hi, what is the best gasoline to use for our 250r? Currently, am using 100 octane rating gasoline. I figured it has a better burn but am worried about the diaphram. Will that high octane level ruin my diaphram faster? Your expert thoughts please. Thanks!

[Bueller999]

Run the lowest octane possible without the engine pinging, octane does not = power.
At my altitude (5000'+) there is no reason to run anything higher than regular 85.

Search the web and get the facts.

[warlord]

Lower octane gas has a higher energy density. You should be using the minimum octane that you need to prevent pinging, which would be 85-87 octane. Using higher octane than that and you're just throwing your money away.

[Jojah17]

Hard to avoid a soapbox with this question but I find it ironic that oil companies charge excessive amounts of money for a product that is less efficient and more harmful than it was 20 yrs ago (I was 6 20 years ago so I totally know what Im talking about). Thanks for all the Ethanol! *Steps down from soapbox*

[dubojr1]

http://www.ninjette.org/forums/showt...ght=gas+octane

[SSR]

Use what your user guide says. I don't know if it changes in different parts of the world, but mine says to use 87.

Remember, when manufactures create an engine, they create it from the start to run on a certain Octane level. Putting a higher level of Octane in probably won't do much simply because the engine wasn't designed to combust at that level. Wasted potential.

Higher octane ratings correlate to higher activation energies. Activation energy is the amount of energy necessary to start a chemical reaction. Since higher octane fuels have higher activation energies, it is less likely that a given compression will cause autoignition.

It might seem odd that fuels with higher octane ratings are used in more powerful engines, since such fuels ignite less easily. However, an uncontrolled ignition is not desired in a spark ignition engine.

A fuel with a higher octane rating can be run at a higher compression ratio without causing detonation. Compression is directly related to power and to thermodynamic efficiency (see engine tuning), so engines that require higher octane usually deliver more motive power and do more work for a given BTU or calorie of fuel. Engine power is a function of the fuel, as well as the engine design, and is related to octane rating of the fuel. Power is limited by the maximum amount of fuel-air mixture that can be forced into the combustion chamber. When the throttle is partially open, only a small fraction of the total available power is produced because the manifold is operating at pressures far below atmospheric. In this case, the octane requirement is far lower than when the throttle is opened fully and the manifold pressure increases to atmospheric pressure, or higher in the case of supercharged or turbocharged engines.

Many high-performance engines are designed to operate with a high maximum compression, and thus demand high-octane premium gasoline. A common misconception is that power output or fuel mileage can be improved by burning higher octane fuel than specified by the engine manufacturer. The power output of an engine depends in part on the energy density of its fuel, but similar fuels with different octane ratings have similar density. Because switching to a higher octane fuel does not add more hydrocarbon content or oxygen, the engine cannot produce more power.

http://en.wikipedia.org/wiki/Octane_rating