I recommend just one thing: when you get to high altitude, drop an octane number at the pump. If you're running premium in Texas, run mid-grade up here. The fuels available here, above 3500 feet, are altitude-blended to approximate the lower air density for EFI systems, but this doesn't drop the volatility quite enough for our carb'd bikes. Thus, for a car that runs premium in Texas, the fuel here is adjusted to give the same emissions, with less oxygen, for the EFI's programmed burn rate. This is one calculation that cannot be taken on-the-fly very well, although the mass airflow sensors come pretty close: they detect less density, but not necessarily less oxygen, so it is "after the fact" that the oxy-sensors in the exhaust try to correct it. Still, this isn't like our mechanical mixers...
As an example: I run premium (stock carb jetting) in my K2 unless I am spending lots of time in city stop-and-go traffic: then I drop to mid-grade. If I am heading for [real] high altitude (above 8000 feet) for an extended time, like an assault on Mt. Evans or Pike's Peak, I'll drop to regular grade so it won't be so doggy above 10,000 feet, which may start fouling plugs or something along those lines. But, if I am crossing the mountains at hiway speeds, even crossing the passes (most of these are 10,000 feet or less), I'll run the mid-grade instead of premium. If you have the standard engine (not the Wiseco or Powroll high-compression pistons), this will work fine.
Just bring along an extra set of plugs, in case you get it mixed up or something, and foul a plug.
If you like to tweak carbs: bring along a screwdriver and when you get above 5000 feet for a week or more, turn the air screws inward about 1/16 or 1/8 turn, all 4. It will start better and idle instead of needing constant assistance to stay lit "up high' while sightseeing on the side of the road. When you get back to less than 4000 feet, turn them back out to 1 turn.
