I got mine yesterday, and got it installed today. Fuel flow, EGT's, oil P & T all work as they should, and I know how to configure the limits for them. No CHT yet, sensors on the way. Pretty simple really.

The tach display however needs to be set, it's working but the numbers are way off. They specifically address this in the manual, and they give a value that you enter in to set it up specifically for the 912......but I do not see a way to enter that value, when in the configuring mode, and setting limits, no where is there a place to set that tach value up for the 912. Anyone know how to do this? I want to go fly early tomorrow

I'll answer my own question:

Hey dumb ass....read the frigging manual and follow the directions, it's not rocket science.

I got it figured out just got down from my first flight with it, and the only issues I still have are:

the wrong CHT sensors (my fault , my existing ones won't work, well they do but are way off, GRT calls out a part # for a proper replacement that will interface correctly, I got them coming)

The fuel flow was steady and consistent, but way off, in reading the manual, I see that the way you set the calibration for it is to accurately keep track of how much fuel you put in (and then actually use) versus how much fuel it thinks you used, and then a correcting formula gets you zeroed in. Simple enough, I don't have a pump meter on my home tank, so I'll use the 5 gallon fuel jugs to keep track of how much fuel I put in.

The EIS 2000 has a couple AUX channels, I hope I can use one and the proper sensor to indicate fuel pressure, if so I can eliminate my last panel steam gauge. All the other existing steam engine gauges are coming out, like in the next few hours,and will be headed to Barnstormers.

Nothing like spending a couple days upside down under the panel to loosen up your spine. What makes this install a bit different is that I am flying nearly every day, so at the end of the day whatever I do needs to be judged airworthy. I got the last of the needed (now that I know for sure I need them, was clueless a few days ago) sensors coming, and mid afternoon I pulled all of my engine steam gauges out and they are now lying on the hangar floor Also all the wires and terminal ends that go to and from them, and their breaker, it all adds up weight wise. I opted for the pre wired harness on the EIS, and when all is done it will be a MUCH cleaner and simpler install, lighter also, and more capable.

Now the com radio is next, I just ordered a MGL V6, again with the optional wiring harness to speed things up and make for a cleaner install then I would probably cobble up. I should end up with yet another 3 lb. or so weight savings. This compulsion to remove weight, with more capable equipment, is addicting. But, doing this on an already lightweight aircraft pays larger dividends then on a, for instance, C-206 or a Maule. The same reason why I don't carry a spare in my sub compact 40+ mpg Toyota Yaris, hauling that extra weight up and down the mountain represents a much greater percent of my car's gross weight, as compared to a Suburban for instance. A ski rack, left year round on that same 'burban, is a pretty small part of the drag profile, on the Yaris it would be a huge hit, besides, I'm a snowboarder All of this commentary is of course a way to justify the dough I am spending, damn that PayPal anyway.

Sounds like you are making great progress, I installed the MGL V6 last year and love it.

Courier guy are you installing an efis in lieu of your steam gauges...if so which one and
why?

I'm getting ready to build again and am in the decision making mode.

Thx

I pulled all my 2" engine gauges, except for the HOBBS meter. I like having it even though the EIS 2000 has a internal one.

I have everything working, except my CHT, even though I ordered sensors from GRT specifically for the 912. They work, but are way off, confirmed by a temp re-install of my old CHT gauge. It shows about double what the actual temps are. I have re wired the ground for the sensors, I had it grounded to the engine, with the engine of course being grounded to the battery, but since I recently re-did all my grounds to one firewall pass through stud the sensors were the only thing still sorta grounded through the airframe, if that doesn't do it I'll contact GRT, I'm sure it's just a glitch and probably on my part.

I like the way it's laid out, easy to use for even me, not too super tricked out with useless gadgets. I am narrowing in on the fuel flow calibration, each entry further fine tunes that function. I like that as compared to one that supposedly works right out of the box, too many variables for a one size fits all approach, this way it should be REAL accurate once it compares what it thinks I burned versus me telling it what I actually burned

I am waiting on the MINI, another few weeks I'm told, demand for it is very high and the factory got slammed I'm told. Again, pretty simple and all I need, and only 18 ozs! The 3 1/4" airspeed, VSI, and altimeter will then come out, and like all the other changes weighed. That way I can justify the expense

The V6 weighs 3.5 lbs LESS then my old radio and intercom, I love the size also. Got a problem with the V6, receives great, transmits horrible. So horrible I may have a grounded headset jack, (just did some internet research) and I also have a suspect antenna fitting, plus it has some settings, mike gain and some other functions I'm not really sure do what, etc., I need to fool around with some more. I'm getting a godawful feedback, the tower pukes at Hailey today really got an earful, I felt so bad, when I next landed I called them on the cell phone and explained the circumstances and then the damn cell call dropped out!