• Hi everyone,

    As you all know, Coffee (Dean) passed away a couple of years ago. I am Dean's ex-wife's husband and happen to have spent my career in tech. Over the years, I occasionally helped Dean with various tech issues.

    When he passed, I worked with his kids to gather the necessary credentials to keep this site running. Since then (and for however long they worked with Coffee), Woodschick and Dirtdame have been maintaining the site and covering the costs. Without their hard work and financial support, CafeHusky would have been lost.

    Over the past couple of weeks, I’ve been working to migrate the site to a free cloud compute instance so that Woodschick and Dirtdame no longer have to fund it. At the same time, I’ve updated the site to a current version of XenForo (the discussion software it runs on). The previous version was outdated and no longer supported.

    Unfortunately, the new software version doesn’t support importing the old site’s styles, so for now, you’ll see the XenForo default style. This may change over time.

    Coffee didn’t document the work he did on the site, so I’ve been digging through the old setup to understand how everything was running. There may still be things I’ve missed. One known issue is that email functionality is not yet working on the new site, but I hope to resolve this over time.

    Thanks for your patience and support!

aviation fuel

johnsweet

johnsweet

Husqvarna
AA Class
anyone used 100 octane aviation fuel ? I have used this before in my 2 stroke premix but never in the TR650 Is it OK to use?
 
johnsweet said:
anyone used 100 octane aviation fuel ?
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Besides destroying your catalytic converter (the "100 LL" you see on the fuel means "low lead")......why use it? It doesn't generate any more energy than 85/87 octane unleaded.

The reason somebody would use higher octane fuel is to resist detonation in a higher compression engine. The Husky is not one of those.
 
The lead will coat the catalyst so it won't chemically react with carbon thus letting unburned carbon out the tailpipe. It will do the same to an exhaust oxygen sensor causing it to quit giving input to the ECU.

The plus side is it doesn't go bad and varnish as quickly as pump gas and when lead coats the valves, combustion chamber and exhaust it prevents rust and corrosion as well as hot spots on the valve seats which lead to sticking and burning away the valve and seat. If you're running high compression and having to de-tune your engine you will get performance gains by running AV100LL or race fuel especially if you remap your spark and fuel curve to take advantage of the better fuel.

I run VP110 or AV100LL in everything I own (even string trimmers and chainsaws) except my on road cars and trucks and highly recommend others to do the same as long as you tune you're engine for it.
 
There was a thread on this a while back and the overall consesus was that it was a bad idea. Very expensive motor. Just run normal gasoline.
 
3 of my 4 dirt bikes will not run on pump gas, in fact pump gas would destroy 3 of my very expensive engines. I don't care what the "consensus" is you won't see me putting pump gas in any of them. Race fuel wont destroy plastic parts, "O" rings or corrode jets and metal parts the way that pump gas does so that's another plus for race fuel that has nothing to do with octane.
 
Ignaciob said:
Besides destroying your catalytic converter (the "100 LL" you see on the fuel means "low lead")......why use it? It doesn't generate any more energy than 85/87 octane unleaded.
Click to expand...

Minimum specified fuel for the TR650 is 95 Octane (Unleaded) and the ECU will automatically adjust itself according to the feedback from the O2 sensor (AKA Knock detector)

Ignaciob said:
The reason somebody would use higher octane fuel is to resist detonation in a higher compression engine. The Husky is not one of those.
Click to expand...


Are you kidding ****************************************

The TR650 is a high compression engine that runs lean and suffers detonation BIGTIME !!
The stock bike acceleration "Clatter" and running hot are all indicative of detonation occurring.

I have run my TR650 almost exclusively on a lead free, ethanol free 100 Octane quality gasoline and it goes very well.
If I cannot find my regular grade of 100 and I am forced to put in ordinary 95 , I can tell the difference, especially in traffic and at lower rpm.

My bike has no Cats to foul up and runs a lot cooler.
 
Here's some food for thought. The Rotax 912 ULS aircraft engine with a geared reduction drive requires 92 Octane Unleaded minimum. The maintenance interval for the gearbox is cut in half if you use 100 octane aviation fuel. 100 Octane av gas has over 4 grams of lead per gallon. Lead deposits form on the gears in the reduction drive thus requiring more frequent tear down/inspection and maintenance.
 
Mark_H said:
Minimum specified fuel for the TR650 is 95 Octane (Unleaded) and the ECU will automatically adjust itself according to the feedback from the O2 sensor (AKA Knock detector)
Click to expand...


The minimum specified fuel for the TR650 is technically 95 RON. For the benefit of U.S. readers, this is generally equivalent to around 91 or so AKI or (R+M)/2.
 
nwrider1 said:
Here's some food for thought. The Rotax 912 ULS aircraft engine with a geared reduction drive requires 92 Octane Unleaded minimum. The maintenance interval for the gearbox is cut in half if you use 100 octane aviation fuel. 100 Octane av gas has over 4 grams of lead per gallon. Lead deposits form on the gears in the reduction drive thus requiring more frequent tear down/inspection and maintenance.
Click to expand...


Apart from being a totally different engine (4cyl - 2 carb etc) could you please explain how Lead from the fuel example you give ever gets into contact with the reduction gears in the gearbox on the front end of the engine ????
 
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