ORIGINAL: warbird addict
Valid points for sure but from a troubleshooting standpoint you have to start with the basics of making sure the minimum requirements are met and eliminated as the problem and troubleshoot from there, the 93 octane we already know is a problem some would argue that point but it's already been clearly stated by the people who make the engines that it's not a good idea and has no benefit to use anything other than 87 octane.
The OP has already stated that he's been all over the map with the needle settings I'm just curious as to exactly what the specified mix rate is listed on the oil he's using, that coupled with the 93 octane could have a significant impact on the problems he's having, but before you can troubleshoot the problem you first have to address the basics specificly and eliminate those as the problem, troubleshooting starts with step 1 the basics and works forward to the solution
I'm sorry, but I have to disagree (which I hate to do when I've asked for help).
1: The DLE manual (which are actually the people who manufacture the engine, not ValleyΒ*View), clearly states that their recommended fuel is between 87-93 octane, so this is not an issue per the manufacturer.
32 to 1 is not unrealistic for an oil design that has an optimal ratio of 50 to 1 it's well within tolerance what it's giving you is a high low tolerance show me an oil with a 100 to optimal ratio that shows a 32 to 1 mix on the label? just saying dude finding the "NEEDLE IN THE HAYSTACK" starts with eliminating as much hay as possible first, it makes the search alot easier LOL If I were you I would seriously consider giving Jodi at Valley View a call and pose your quesion to him the guy knows his ****e frontwards and backwards and if he doesn't know he'll damned sure find out, he's good people and if he cannot fix you over the phone he'll do all he can to get you fixed up and flying again at some point after banging your head against the wall you need to say to yourself this thing needs to go where they have the right test equipment to know with certainty what the problem is, fix it and return it with suggestions on how to avoid having the same problem in the future, all of my DL and DLE engines run perfectly no problems but I stick to the recomendations posted by the people who do the warrantee work and what their findings have revealed and thus far it has served me extremely well.
If it were me I would check evrything I could check lacking sophisitcated test equipment (IE) tank plumbing /stopper/ carb obstructions/ vacume leaks/loose carb bolts/ bad gaskets/bad diaphragm/ new plug /clean dry fuel with proper mix ratio etc and if that does not net you any results send it to an authorized warrantee facility and have them put it on the test equipment and get it fixed for free under warrantee, unless you can prove a part is bad via accepted testing standards you are going to accomplish nothing more than throwing parts at it in hopes it fixes itself and hopefully it does not cost you an airframe in the process
2: 2-cycle oil is not generally engineered to be mixed at a specific ratio to be effective. As I've stated, on many (if not most) 2-cycle oil containers, mix quantities are listed for various mix ratios. The proper ratio is determined by the engine manufacturer, who decides exactly how much oil is needed for their mechanical application to operate as intended. The oil does not care how it is mixed. On the oil I've been using (Husqvarna), it lists mix quantities for 32:1, 50:1, and 100:1.
3: Regarding the earlier statement that higher octane fuel is more likely to cause preignition on low-compression engines, it's just completely backwards. The higher the combustion chamber compression ratio, the more likely it is to cause preignition (caused by the heat generated by the compression of gasses), which is then countered by the cooler-burning of high-octane fuel. Low-compression engines are able to run low-octane fuel because they do not generate as much heat during the compression stroke, which is a leading factor when talking about preignition (there are other factors, but we're sticking to compression ratios here). Honestly, the only thing I would be concerned about by running high-octane fuel in a low compression (non-boosted) engine is the possibility of engine deposits down the road.
I'm not trying to be an *****, and I appreciate the help, but I just wanted to clear that up so we're not traveling down a false troubleshooting path.