So the power comander v just controls the fuel. The ex version is able to control fuel and timing. Is this new and no one has used it yet or do our bikes not allow it? I know our bikes are timed for 91 octane would be interesting if there was some hidden HP by bumping the timing and fuel to utilize 93 octane. Curious what every one thinks or maybe some one has more information.
I always thought the EX was a slightly defeatured version of the PCV. Like you couldn't tune the first couple thou rpm's and stuff. Interesting.
I don't think that dynojet makes the EX for our bikes. Husqvarna isn't even listed in the EX section of their site.
Supposedly the EX is a newer version that controls ignition and fuel. I am trying to figure out if we can electronically change the timing. Would be interesting to really tune our bikes fuel and ignition with exhaust and 93 octane and see if it picks it up much.
Anyone reading this who isn't in the USA and Canada that use their octane system you will have to convert. Regular or standard gas/petrol in Aus Europe is 91/92 RON , the SAME fuel in USA Canada is 87 AKI. So the recommended fuel for the Husky is 95 RON/93AKI. The 95 of which they speak is roughly 98RON. In Australia ( I cannot speak for other countries) the 98 fuel from SOME companies, at least, is formulated to run in TURBO and SUPERCHARGED motors and requires a much higher activation energy to fire, so runs crap on most normally aspirated medium compression motors. The higher octane fuel is ONLY advantageous used in much higher compression motors or turbo/supercharged motors. It doesn't have some magical way of increasing your HP. In some motors the reformulated 98 RON runs much worse than 95 so be careful. We got caught with this a few years ago road racing when those of use using 98 all of a sudden had crap running motors and couldn't figure out why. That was when they changed the formulation. We went back to 95 and retuned. The 100 fuels still work but for most classes they are banned ( "fuel readily available from a service station pump" rule ). Because the Husky recommends 95RON it may actually run on the Husky, but even with advanced ignition I would want to see dyno charts directly comparing the two fuels ( retuned of course). I suspect the higher octane fuel will give no increase or less power. We found the second with my race bikes. My VTR250 production race bike was 25.8 hp with 95RON and 23.2 HP with 98RON BPcompany fuel and adjusted ignition. It has a recommend RON of 91 though and may suffer more than the Husky.
I would go the other way for durability. Highest octane we have in Alaska is 90 AKI, but it has zero ethanol by law.
That is why i am asking because if we could adjust timing we could also see if there is any power left going to 93 here in the USA. This is a fairly high compression motor that may benefit from it. Maybe not tax the stock fuel injectors as much running the higher octane. I sent an email to Dyno Jet to see if they have tried changing the timing on our bikes. I know we are only talking maybe an extra 1-2 hp but if you can get 1 from better fuel + 1 for better timing and 2 from a new exhaust maybe 2 hp across the board and then maybe peak of 5-8 hp on the curve. That is a 10% increase in power and that can be felt. Just trying to find all options before spending $1500 or more to finish the bike. Hate to buy the power commander and they are going to have some thing that will adjust the timing too and give a better power delivery
All you have is 90 though. Unless you used octane booster you would not know the difference in how your bike runs lol. We are also comparing different bikes. I researched yours and you do have a higher compression ratio by .5 or .6 so yours might be better on 93 octane if you had it. Although the bikes are 300cc different so you might notice it where we might notice it. All we are doing is talking theories until some one has real results.
I have run mine on Sunoco 104 octane race gas (109 RON) and did not notice any seat of the pants difference. It's not available at the pump and is about $8 per gallon, so I won't be doing that again. It also has 15% ethanol which I don't like. If your motor is not knocking on 91 AKI (RON+MON/2), running 93 in it is not going to do anything for you. If you want to find out, add a gallon of toluene to 10 gallons of 91 pump gas and that will get you to 93.
We do not have 91 here. it goes 87,89,93. If the timing is not set for the octane you will not notice any thing. For example a lot of cars you would not notice the difference. Although your Nissans or Inifiniti's the computer retards or advances the timing to what octane you are using and those you can notice a difference. It will run great on either but there is 30hp difference on a 370z or g37 from regular to premium. I know we are only talking a few hp for the tr650 but in the end if I am going to buy a power commander the point to this research is to buy what is going to work the best. If they can hook the power commander and auto tune to adjust fuel and timing when you add a full exhaust you can get the most out of it.
Read this review and see if you think it controls the timing. I don't think so. http://adrenalinepowersportsmag.com/2012/05/25/dynojet-power-commander-iii-ex-usb-review/
That is the power commander III EX write up. Based on the install of that product you are right I see no way it can control the timing because it is only hooked up to the fuel injectors. The reason I was wondering is because under the power commander v ex states: Power Commander EX Specific Features Works with Any Exhaust Increased Horsepower & Torque Dynamometer Tested & Development Maps Rev X-tend (a $200 value) (Increase stock rev limiter) Individual Cylinder Mapping Ignition Timing Adjustment Reduces or eliminates Decel Popping
If you've got 93 at the pump, then what is the problem? Advancing the spark is not going to get you much unless you can deliver the fuel and air to take advantage of it. I imagine the 650 has a pretty mild cam. The primary way you get more power out of an engine is to increase the rate of fuel burn...burn more gas, make more power. This also requires more air. The problem is the more fuel you burn, the rate at which the engine accelerates increases. This means you have less time to get that increased volume of air/fuel into the cylinder, light it off, then get it out of the way to make room for the next fuel/air charge. This requires better intake/exhaust flow, a more radical cam and ignition advance. Ignition advance is just a means to an end. In itself, it has little to offer for engine performance. It's when you combine it with these other things that it increases power. Incidentally, the ignition timing factory programmed into my TXC ECU is agressive enough that, coupled with the 310's light flywheel, if you bog it too low it will try and run backwards and stall with a loud pop.
I had a power commander V for my Yamaha WR 250 X. it controlled spark as well as fuel. the Power Commanders for our bikes are fuel only.
Here is the response from Dyno Jet: The Power Commander EX is a unit that we offer with a grey area in the map file which you are unable to make any fuel changes. That unit was one of our most recent product introductions and was developed for those areas of the country that have more stringent emission regulations (i.e. Calif.) and do not allow devices that change the fuel curve on pollution controlled vehicles to be legally driven on the street. Therefore that unit does not allow for fuel changes to be made in a substantial area of the map in order to gain legal status in those places. The original Power Commander PCIII USB and the new PCV allow for fuel changes to be made in the entire map as well as offering several more features which are omitted from the EX unit. It is now officially designated as “race ready” to differentiate between the two, and can make a substantial difference in power and performance. We do not specifically recommend one unit or the other, but leave that up to the individual to determine which unit best fits their needs and local regulations. Both the “race ready” and “EX” PC5 units for your bike model will only control air/fuel ratio. Neither of these units have ignition control. We were not able to develop a unit with ignition control for this bike model. Let me know if you have any further questions. Regards, Chris Kelly Dynojet Research Inc. 2191 Mendenhall Dr. Suite 105 North Las Vegas, NV 89081 1-800-992-4993
I am trying to find out why it does not control the spark as well as the fuel. The Terra is electronic ignition correct? Or just electronic fuel injection?
Our bikes have electronic ignition. It may be that Dynojet hasn't had the development time, or perhaps inclination to look into altering spark curves as well as fuel curves. I imagine that they would need to work with the manufacturer to implement such a product, and i doubt that Husky is in any rush to do that what with it being a discontinued bike.
So here is the answer: Chris you verified what I was thinking but did not want to accept. LOL I didn’t personally do the product development work, but I believe the additional resources required to make something work with the bike’s unique dual coil configuration and the fact that we forecasted a fairly low volume of sales of these units is likely the reason we weren’t able to make a unit with ignition control. Let me know if you have any further questions. Regards, Chris Kelly Dynojet Research Inc. 2191 Mendenhall Dr. Suite 105 North Las Vegas, NV 89081 1-800-992-4993
