That part bothers me. At least we can move from technology to technology, which is generally about where these certified EFI units fall. Stephen Shore , Oct 11, I just received my surefly. Looking forward to running it. Talking with surefly, they are close adding a second unit with 4 hr. Morgan , Oct 11, Joined: Mar 5, Messages: Display name: bkspero. Morgan , Oct 12, I have one of the first certified units and find the microsecond lag issue to be a non event.
When cycling through your mag checks on run up, the rpm simply drops off a little bit or less while the Surefly kicks back in. There is no backfire or any adverse effects.
You wouldn't even know it was happening if you weren't looking at your tach. Might be different with a mag check in flight at high rpm but that's not something that's done very often. Flybuddy , Oct 14, Joined: Apr 18, Messages: 20, Display name: James James , Oct 14, Joined: Sep 11, Messages: Display name: Domenick. Domenick , Oct 14, Observations about this setup: -if you generate a charge in the PIII coil and the spark has no where to go, you may lose a coil.
I could not figure out what happened til the many experienced users on another chat told me of this. So at full power there is risk of detonation with an advance beyond what is stamped on the engine data plate; and the PIII abides by that at full power so expect no improvement by having one e-mag at full power. As you pull throttle or prop, the spark advances I think it goes up to 35btc at low power. Does that mean a less complete combustion or later combustion event?
Not sure. If so is there a cable running from the lever you use to activate the electric start to the lower left side of the cover? View attachment Post reply. Insert quotes…. Similar threads.
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Replies 12 Views Aug 7, YamadudeXSC. This would equate to 10 degrees of crankshaft rotation before reaching top dead center to give the fuel sufficient time for a complete burn. As the engine rpm increases to 3, rpm, the fuel, -- still requiring the same time to burn -- would never have sufficient time to burn if ignited at the same degree timing.
In order to have the same result, the fuel must be ignited much sooner in the compression stroke. As a result, the timing moves to 32 degrees before top dead center which allows the fuel to be ignited early enough so that it is burning while the piston is rising and completely burnt when the piston reaches top dead center.
In a situation where the ignition timing is retarded too far, the plugs ignite the fuel too late, allowing it insufficient time to burn completely. This causes a loss of power and poor fuel economy. The unburned fuel enters the catalytic converter, causing it to overheat and turn cherry red. Over a short time this will cause the converter to fail. Additionally, the vehicle's computer, sensing a rich mixture in the exhaust, will set a code for the oxygen sensor that will often appear as a "Check Engine" light.
You will smell raw fuel and see black smoke from the exhaust when this occurs. A late model computerized vehicle will automatically retard the spark if the knock sensor has failed. It is designed to sense spark knock associated with detonation and will automatically retard the timing to prevent the detonation. The computer will also retard the spark if the engine is running too hot. Excess heat, coupled with lower octane-rated fuel, will cause the engine to experience spark knock.
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