SUREFLY DUAL SIM - Electronic Ignition

[MB65E]

29 minutes ago, Shadrach said:

Indeed. My diesel sedan is in the shop getting a tune right now should have to back Tuesday.  When I dropped it off it had 413lb ft of torque flat bereeen 1500 and 3000rpm and 255hp. 
When I pick it up it will have 545lb ft across the same range and 335hp. Better fuel economy as well if I can keep my foot out of it.

What model? I have a 335D. Love it. 
 

On the OP questions. 
I’ve had one sure-fly fail and an earthx battery fail. ON THE SAME AIRPLANE In less than 100h since new. I’ve also have had the electronic air branded mags fail. 3 sets of coils on those in less than 400h. 
This stuff is just not where the sales teams say it is yet. I would be very careful!! 
-Matt

[EricJ]

1 hour ago, Shadrach said:

I know of at least one experimental IO360 pushing 250hp. High compression pistons, ported heads, dual ignition advance, tuned exhaust.

All of the racing airplanes (e.g., Reno) do crazy stuff with plebian GA engines.   Even the O-200s in the Formula 1 airplanes make a lot more than rated power.  The Sport class airplanes are totally wack.

They're definitely trading out reliability for power, though, which is the usual thing.

[philiplane]

2 hours ago, Pinecone said:

Hmm, ever done a cruise power mag check??????

Go to do one and then tell use it makes a microscopic difference.

Then your engine is improperly tuned.

[philiplane]

3 hours ago, LANCECASPER said:

This one lasted 200 hours on the back of a Lycoming engine, where heat shouldn’t have caused the failure:

https://mooneyspace.com/forum/13-mooney-bravo-owners/

The SIM should have an air blast tube focused on it. Lycoming used to provide those when using Bendix mags, but when Slick mags became the standard, the blast tubes went away. 

[Shadrach]

3 minutes ago, Jerry 5TJ said:

Ditto. 

Agreed. But the compromise is not always performance vs safety. Sometimes it’s performance vs money or safety vs money. Or even performance and safety vs  regulatory structure…

[Shadrach]

4 hours ago, MB65E said:

What model? I have a 335D. Love it. 
 

On the OP questions. 
I’ve had one sure-fly fail and an earthx battery fail. ON THE SAME AIRPLANE In less than 100h since new. I’ve also have had the electronic air branded mags fail. 3 sets of coils on those in less than 400h. 
This stuff is just not where the sales teams say it is yet. I would be very careful!! 
-Matt

535d x drive. Likely same power plant as your 335d if it’s a later model with the N57.

Ill shot you a DM with my thoughts after my first drive.

[Pinecone]

On 5/19/2024 at 10:15 AM, N201MKTurbo said:

So, why didn’t they just install an IO470?

Might be aerobatic.  No aerobatic versions of Continentals.

[Pinecone]

23 hours ago, philiplane said:

Then your engine is improperly tuned.

In what way is it improperly tuned?

[Andy95W]

On 5/19/2024 at 9:54 AM, Pinecone said:

Hmm, ever done a cruise power mag check??????

Go to do one and then tell use it makes a microscopic difference.

Apples : Oranges : Bananas

This was explained in some of the posts above, but I’ll try a synopsis.

In a “normal” engine with two magnetos both timed at 25° BTDC, both spark plugs fire simultaneously and peak cylinder pressure is attained a few degrees later.  If one spark source is removed, then it will take much longer for the peak cylinder pressure to develop and the cylinder will be past the point of maximum mechanical advantage, and the cylinder (and engine) will lose power.  That’s what you experience when you do a cruise power mag check.

In an engine with an advanced spark system such as the Surefly, the advanced spark will begin considerably earlier than the magneto, and the fuel/air charge will be consumed largely before the second spark even occurs.  At that point, you could turn off the magneto and not lose any power.

Lastly, this is all academic for your TSIO-360.  The Surefly isn’t approved for advanced timing in turbo charged engines.