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Question on fuel for our Bergs

Joined Sep 2006
70 Posts | 0+
los angeles ca.
So, I was reading through the manual and I saw that Bergs need 98 octaine. Pump gas in Cali is 91--should I be adding some Trick Fuel to give it a boost?
Your in-put is helpfull...hate to go and do it and wreck my engine :wink:
 
I remember reading something in this forum about CA having a different octane/fuel rating system than EU & AUS.
I've had a quick search - couldn't find it- but if you look hard enough you'll find it somewhere around here.
 
THanks, I'll look around, but not much help from y'all...must be slow on here today.
Heading off to go riding today and I guess I'll put one-thrid Trick in the tank. If the engine goes I'll blame UHE members and collect on the UHE warrenty...lol! :lol:
 
I mix 1 gallon of racing fuel to 4 gallons of pump,If I am going to ride over about 3,000 feet altitude straight pump. At around 5,000 feet I think you can only make 75% horsepower and it will start much easier. I don't think that most people run full throttle long enough to need all the octane they think they do, Like if you had the bike on a dyno.Later Jeff
 
I just run pump gas (super) around here 91 or 93 octane. Runs fine. Last night I had to mix in low grade 87 octane that I usually run in my tractor because I forgot to gat fresh gas, it still ran just fine.
 
In many parts of the world the method to test octane is refered to the RON(reserch octane) method .In the manual this is what is stated.In the US and Canada we use the MON(motor octane) method.The MON method tests at approx. 5 pts below the RON method.The average pump gas supreme we get here is 91 mon which is very slightly below the recommended but seems to work OK.
When fuel is used that is too high or too low in octane rating the result can be incomplete combustion.Remember that regular fuel(87) actually burns quicker than higher octane fuel.Thats is why it seems to work fine,but when the rpm and engine load goes up the engine can suffer incomplete combustion with the result that cylinder head temp spikes and exhaust temp cools making a clicking sound in the exhaust.
When in the heat of a race and roar of other machines sometimes the clicking of detonation cannot be heard and by the time you feel the power loss the damage has already occured.
 
According to specs, the 450 has 13:1 and the 550/650 have only 11.8:1. The bigger bikes should require less octane. Of course more power tends to generate more heat, which can be a factor in pre-detonation. All I know is my 650 seems fine on 91 pump gas, but I always make sure it's fresh.
 
Yeah, I think 91 is just fine. I ran today on 91 and the bike was great, hillclimbs, trail, 60mph fireroad, it felt good in all. I just saw the manual, and I thought maybe I needed to use some trick to get it up on OT. Euro bikes and MFG's are so werid, why can't thay just make things like the reat of the world.Then again you would lose the cool factor ;)
 
The 450 engine is really quite unique with its ultra short stroke compared to its bore.Someday I intend to do the math to determine how long the inlet valve is open in real time compared to the 550 engine and other 450 engines.
It would seem that with the generous carb/valve sizes coupled with such a large bore intake vacumn would be compromised.This may explain the 13:1 ratio,but also it is quite possible that this engine maybe the one more willing to withstand the lower octane fuels best,as there is simply less mixture to compress.
Only data comparing fuel flow rates would confirm this,but if this theory is correct the 450 engine would be the one most likely to benifit from fuel injection.
 
the couple times i have been out this year i have run 1/2 114 octane and 1/2 sunoco 94 octane. it doesn't seem to run any better on the 1/2 racing fuel than it does just straight 94 octane. thought i'd give it a whirl, but the only difference is with the racing fuel the exhaust smells better. never thought i'd want to follow myself to smell my exhaust.......LOL.
 

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