Davo,
The fuel pressure regulator is at the top of the tank, up by the air filter, on the back side of the plate where the fuel line comes out of the tank, and where the power cord hooks up for the fuel pump.
Inside the tank, the fuel pump is down at the bottom, and a line comes from the fuel pump up to and through the internal fuel filter, the up to the regulator. The excess fuel pressure is routed from the regulator back down through another line to the fuel pump holder.
Over here in the states our fuel octane rating is measured this way, R (research octane number) + M (motor octane number) / 2. Typically 95 RON is = to 91 R+M/2. You would need the data sheet on the fuel to get the M rating.
The boiling fuel issue usually happens when folks are moving really slowly for a period of time, tight technical stuff. I have my mid pipe wrapped with DEI titainium wrap and that helps a bunch. The first time I wrapped my header, I took off the heat shield and wrapped under it. After the wrap got munched when I bent the header pipe and the shock spring messed up the header wrap, and when I re wrapped it, I just wrapped over the top of heat shield. As well I have the rad fan, and have never boiled over.
I have a CV4 tank blanket, just haven't installed it yet. I have also covered my fuel lines from tank to throttle body with a heat shield material that I got from Summit Racing. I also re routed my fuel line from it's stock position to over on the left side between the wiring harness and the clutch line.
I have heard my cap gurgling after long sections of trail riding, but I'm not too worried about it. I've boiled the fuel on all of my 4T bikes at one time or another.
Busa10,
Good point about the RVP, Alcohol, and winter blends. So much of our fuel these days has some sort of alcohol in it for emissions. It's interesting that higher octane fuel would have a lower RVP, if I read your post right.
Never heard of the Kerosene thing, a great idea actually, might make for some hard starting. Vapor locking is also cured by running just a couple psi higher fuel pressure as well-on the older carbbed vehicles.
Used to be too that when you got up to high altitude you couldn't buy high octane fuel, like 91 or 92 octane, all you could get was 85 or 87. For those that don't understand this, on a normally aspirated engine, the air density is lower at high altitude, effectively reducing your compression ratio, so you didn't need the higher octane fuel. In fact your car would run worse, and would/could be very difficult to start with high octane fuel at high altitude, run hot and the onset of vapor lock would happen much sooner due to the higher heat of the engine. The main problem was that if you left the high altitude and went back down to a low alt. then the octane would be too low. I was surprised to see 5 different fuels available at the pumps in Gunnison last year, 85, 87, 89, 92, and Diesel. In retrospect, I should have tried a tank of 89 or 87 to see how it worked.
