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...In every phase of flight it is a really great improvement in performance and in cylinder temperatures! Last Year I bought a Turbo Plus intercooler kit from Jeff Shapiro for my Mooney M20K 231. First, the delivery was very fast and second he gave me a special price for me as member of MAPA. When I unpacked the kit, I was very happy about the really great quality of all the parts. Welding, tolerances and so on. I installed the kit in two days and it was a great pleasure to do. The fiberglass work at the cowling is also very easy, but needs a little bit of trim. When I had finished all that work and the final adjustment of the TCM injection system, I went flying to see what it will improve. First was, that the intake air immediately cooled down about 30 deg. Celsius in the takeoff run. I operate my Mooney from a 750 meter asphalt strip. After takeoff, in the climb it was cooling by 45 deg. Celsius and raised to 55 deg. in higher altitudes. I think the NACA duct is at the optimum position. Much better and more efficient than by the 252 model, because it gets directly cool air from the outside and not via the cylinders inside the cowling on the right side in the engine compartment. In cruise I have now much cooler cylinder head temperatures , mostly about 320 deg. Fahrenheit with 75-85 percent of power. I was flying now for approx. 9 month with the intercooler and in every phase of flight it is a really great improvement in performance and in cylinder temperatures!! So finally I think that is one of the best mods for a 231 model. Regards, Alex Haselmann D-EMLL Mooney M20K

We've had a fantastic year selling Turboplus M20K 231 intercoolers. Many sold through this sight with our MooneySpace discount. At this time we are offering a $300.00 discount for kits to be delivered in 2020. Your kit must be paid in full after you sign and return our invoice and Information document. Let us know 2 weeks in advance when you would like your kit shipped. We highly recommend the Merlyn wastegate with the intercooler installation. You may ask for an invoice through our website contact page. Please mention the $300 Mooneyspace discount approved by Jeff. www.turboplus.com

Article from Aviation Consumer Magazine August 2019 Perhaps the most desirable mod for a 231 that makes it more like a 252 is an intercooler. One system— the Turboplus—has been highly recommended by M20K owners and it comes from Turboplus Aircraft Systems in Gig Harbor, Washington. Turboplus says it was the first company to bring intercooling for GA singles and twins in the early 1980s and there are thousands of Turboplus intercoolers and induction systems in use today. The company says its M20K intercooler kit can yield a max speed of 241 MPH at 24,000 feet, and 170 knots true airspeed at 10,000 feet and 65 percent power, with the added benefit of lower cylinder head temperatures. The STC’d kit for the Mooney M20K is $5995 and the estimated installation labor is around 18 hours. “My conclusion is that the Turboplus intercooler provides much improved intake manifold cooling and an increase of 3 inches in available manifold pressure at altitudes above the 13,500-foot critical altitude, while providing significant performance benefits across the board to the hot-running, non-intercooled engine in the 231 M20K,” reader Geoff Lee said of the system. He’s documented the installation in a well-written tech guide that’s available at themooneyflyer.com/issues/2019-MayTMF.pdf . That’s a link to The Mooney Flyer www.themooneyflyer.com , the official magazine of the Mooney community.

1979 Mooney 231 M20K Asking $75,900 I am selling it because I usually just fly the cub around, I bought this to go places and with work have been very unable to go anywhere. I have owned it for just over a year and put a ton of money into it; bought it out of Alabama with a Mooney center clean bill of health; needless to say our Mooney expert thought otherwise, plane is perfect now and ready to go. Any question you can call or text me at 203.903.3759. Paint is 7/10 (removed big escape sticker from cargo door and found to be the old paint under it) Small chips on wing looks great from 10 feet Interior is 3/10 (front seats are ripped, head liner needs to be replaced) Priced Accordingly estimated repair was quotes at $3800 for all new plastics and leather seats Located at KDXR ~5080 TT/ 620 SMOH / 620 SPOH (Has damage history) Annual due June 2018 IFR Due Sep 2017 (will be sold with fresh cert) Engine Compression is 72/73/72/72/72/72 Meryln Wastegate Turbo Plus Intercooler Gami’s Injectors All new fuel system ( 2017 Annual) Lines, mechanical and electric pump, fuel manifold Baffeling redone (2017 Annual) New exhaust (2017 Annual) New Starter Linkage/ Starter (2017 Annual) New Alternator (2017 Annual) Rebuilt Mags (2017 Annual) Airframe Precise Flight Speed Brakes Monroy Long Range Tanks (104 Gal) New Shock Disks (2017 Annual) New Main Gears both sides (2017 Annual) New Brake lines/ rotors/ pads (2017 Annual) New Gear Motor with throw back spring/clutch (2017 Annual) New Gear Linkage (2017 Annual) New inner gear doors and Spats (2017 Annual) M20R steering horn and front Gear *HD*(2017 Annual) Gears Rigged (2017 Annual) Whalen Strobes (std wing/ LED Tail) (2017 Annual) Oxygen Tank Hyrdo June 2016 (4 Place oxygen factory) Oxygen Tank Pressure compensator July 2016 ($8k) ¼” Glass all around New door and window seals (2017 Annual) New Gas Cap O-rings (x4) (2017 Annual) New Landing light lens (2017 Annual) Avionics Sandel SN3308 HIS Guardian Backup Vacuum Garmin 430Waas JPI JDM700( all new probes (2017 Annual)) JPI Fuel Flow Monitor KX155 with Glideslope BFG WX1000 Storm Scope KMA 24 audio Panel King KT76a transponder Century 41 Auto Pilot with Go around (requires GPSS to interface with Sandel) flight computer and attitude indicator fresh overhaul in august. Horizon Digital Tachometer (2017 Annual) Extra's Comes with Cover, Tow Bar, 2 x Oyxgen Cannulas See below link for a detailed report of the accidents and history on this aircraft Aero-space Report N231PG Accident record.pdf N231PG Avionics.pdf N231PG Airframe.pdf N231PG Engine.pdf N231PG Propeller.pdf

We are shipping intercooler kits for your M20K. Visit: Turboplus.com for a $500 December discount. If you already enjoy the added benefits of our intercooler system please visit our Pilot Testimonial and Feedback page where you can submit your experiences, which we would like to publish on our Mooney page. The quality craftsmanship shows in our employees dedication and pride.

Well, the time has come to sell my most recent project. This 231 has everything anyone could ever desire in a 231. I run a FAA repair station and we are a Mooney service center. All work was completed by us. I will most certainly forget something but here it goes. Airframe: 3400TTSN NDH Brand new grey leather interior, all new solar grey UV glass, 2008 paint (8/10), fresh annual (all brakes, disks, shock disks, tires, tubes, gear stripped and repainted, etc.) factory O2, new masks, speed brakes, etc... Engine: TSIO-360-LB, about 25 hours TSMOH New turbo, new exhaust system, O/H'ed fuel system, new GAMI's, new Meryln waste gate, new intercooler, new mags, new harness, new baffles seals, new mounts, new hoses, sitting on a freshly powder coated mount. If it's not listed here, it's probably new.... Avionics: Aspen 1000 Pro PFD w/ EA100 autopilot adapter and APS4A altitude preselect coupled to the KFC200, driven by a Garmin GTN750 and a GTN650, remote Garmin GTX33ES transponder and remote Garmin GMA35 audio panel, both controlled on the touchscreens. Weather and traffic from the Garmin GDL88, as well as a freshly overhauled Weatherscout Radar just for kicks. Bluetooth comes from a Garmin Flightstream 210 to run all your portable devices. JPI EDM700 engine monitor with fuel flow is hooked to both GTN's giving fuel range rings. This plane flies as good as it sounds and is dripping with technology. There is a listing on TAP here with photos: http://www.trade-a-plane.com/search?category_level1=Single+Engine+Piston&make=MOONEY&model=M20K+231+MODIFIED&listing_id=2168971&s-type=aircraft Also there is a thread on here detailing some of the project as it progressed: Anyone interested can contact me directly on here, or jclemens@daytonaaircraft.com, or call 386-255-2049 M-F 9-5 and ask for Jake. You can also contact my broker listed in the TAP listing.

Hey fellow Mooniacs... I own a 231 with the merlyn waste gate, but no intercooler... I'm near overhaul time and would love to get a demo ride in a 231 with the intercooler so I can decide if it's worth the money to add at overhaul... I would be happy to pay for time and fuel even throw in one of those "hundred dollar hamburgers"...

Thought this might spark some debate, I found this in the middle of a long thread on Beechtalk about the pros and cons of the TSIO vs TN. George Braly of Tornado Alley Turbo & GAMI fame had this to say about intercoolers. I was wondering how the 231 guys with intercoolers have anything to add, maybe someone with before and after install experience. Anyway here's what he said... For a year, I spent a good portion of my time re-engineering an intercooler installation and obtaining FAA approval for the changes. Very careful instrumentation and measurement. I have more recently done more of that with a different engine on the engine test stand (see www.engineteststand.com). I learned a lot. I am a strong supporter of intercoolers, so some of what I am going to say may sound strange at first. So, here goes: Frankly most of the conventional wisdom on this subject - - like a lot of the now famous LOP/ROP discussions - - is simply not true. The practical application results in an outcome that is rather different than everybody anticipates. It is largely a myth that 30" of MP AFTER the intercooler gets you more HP than 30" of MP BEFORE adding the intercooler. In fact, a poorly executed intercooler installation can - - and often does -- result in LESS horsepower at sea level than the same engine without the intercooler. I don't know who started the whole theory of de-rating an engine after an intercooler, but it sure as the devil was not somebody who was measuring the actual engine torque - accurately - - rather, they were just following the theory as you outlined it and making the calculations, etc. (And, yes, I have heard a story about one after market intercooler outfit that claims to have put a torque meter on before issuing the reduced MP instructions based on that result... but until I see the data, I will have a very hard time with that notion.) The big problem is that in the euphoria over the large and very beneficial drop in Induction Air Temperatures (IAT) that one gets with an intercooler, the "engineers" forget all about something else: How much of the "good stuff" (ie, good, cold, high density air) you can get into the cylinder on each intake stroke - - also depends on how much of the BAD STUFF (ie, exhaust products) you got out of the cylinder on the previous exhaust stroke. The ratio of the new "good stuff" to the theoretical maximum "good stuff" is called the cylinder volumetric efficiency Ve. Normally aspirated engine values are up around 85 to 92% of the cylinder's displacement - - although with turbocharged engines, the number will substantially exceed 100%. When you add an intercooler to a turbocharged engine - - and leave the MP constant - -, you place a restriction in the intake plumbing. That means that the compressor discharge pressure is now two or three (or 4 or 5 or 6 in one case) inches of Hg higher than the wide open throttle MP!!! In order to generate that extra pressure, the compressor has to work harder. And that means that the turbo has to work harder. And that means that the wastegate is closed a bit more. And THAT means the exhaust back pressure increases and that reduces the cylinder volumetric efficiency. Result? The improved number of molecules you get into the cylinder due to the denser air is just about perfectly offset by the reduced Ve. Thus, no net increase in useful airflow through the cylinder. And the result of that is no net increase in horsepower at the same MP. Now... having said THAT - - in my view, it is almost criminal for anybody to operate a turbocharged engine without an intercooler. There are excellent old SAE research papers that show a HUGE improvement in the detonation tolerance of these engines by use of even a modestly efficient intercooler. These improvements are not trivial. They are substantial. Installing an intercooler means that you are very very much less likely to inadvertently cause detonation during a moment of inattention during a busy high power climb in an IFR environment - - when you accidentally fail to have the mixture rich enough. Lots of other benefits. For the same reasons, it lowers peak cylinder pressures substantially and that seriously promotes reduced exhaust valve temperatures and greater valve and cylinder longevity. Last, and this is something almost nobody appreciates, adding an intercooler results in much better fuel atomization by your fuel injectors during high power operation. Like I said, the "conventional" wisdom on this subject is seriously flawed. The benefits of intercoolers are sort of over promoted for the wrong reasons and vastly under promoted for the right reasons all at the same time. They are generally a good investment. Regards, George Braly - Tornado Alley Turbo & GAMI