hotrod180 wrote:I don't really want an all-in-one engine instrument (TMI as dudestickle points out),
but I would like to have an all-points CHT / EGT unit.
I really like the multi-color display on the ECI CGR-30P.
Unfortunately it seems like the available CHT/EGT-only gauges (both ECI & JPI) are monochromatic-
not as easy to read at a quick glance as the CGR's technicolor display.

Hotrod, I found the additional cost for considerably more information to be almost trivial. For example, when I was comparing options, the basic JPI EDM 700 (3-1/8" size, EGT, CHT) was about $3,380. The JPI EDM 830 with all the bells and whistles (EGT, CHT, MAP, RPM, HP%, fuel flow, oil press, oil temp, volts, OAT, and carb temp) was about $3,550. The installation time for the EDM 830 takes a bit longer but, if you're doing the install while replacing the engine, it really is almost no additional time.

The EDM 830 is not TSO'd as a replacement for the original instruments. I chose this primarily because I didn't want to get into removing all the original gear and making a new right side panel. I just mounted the EDM 830 in an empty 3-1/8" hole on the pilot's panel.



The additional, accurate, information provided by the EDM 830 is very worthwhile. The fuel flow alone is worth the price.

The choice between JPI or Electronics International is a personal preference. I already have a JPI 930 in another airplane and I am very happy with it. JPI did indeed have some customer service problems in the past but, in my recent experience, they have turned that around. Electronics International is right on the field with me and I know they are a quality operation. I suspect you will be happy with either supplier.

I agree that the CGR30 is a great unit. Just put one in last October.

The PPonk 470-50 carb modifications are critical, and in the past too-lean operations have been noted by numerous folks here and at supercub.org. Having an engine monitor w/fuel flow or a separate fuel flow indicator is helpful in determining what may be causing high CHT's (which you'll know of b/c you put in that engine monitor, right?...). Fuel delivery and baffling issues seem to be the culprits most often cited in high operating temps.
I've read that many operators who have done the PPonk or Texas Skyway engines put in cowl louvers to help with cooling. I know that on my 470R in the summer, I'm often running with one notch of cowl flaps if at a fast cruise. Otherwise, it's going over 400F on the #3 cyl. That one notch of cowl flaps leads to a minor vibration that I'd rather not have.
Cowl louvers are being installed next month in prep for our PPonk, which is hopefully going on this fall.
J

Gunny wrote:I'm in the process of pponking my 180. I wouldn't fly it without an engine monitor... that engine is such an investment, not to mention the airplane itself I've got to have it for peace of mind alone!

I've had plenty of JPIs, an Auracle and am now a solid CGR-30P fan.... absolutely!

gunny

I'm seeing similar temperatures to others on my new-to-me PPonked 182.

Seems like I could do with blocking a bit of the cooling to 5 and 6 in favour of 3 and 4, similar to Windknot54?

Climb (at about 10,000ft, if you're wondering about the fuel flow)


Cruise:

Try some aluminum tape (not duct tape) on #6 and see how it goes.

Thanks all for your inputs, CGR-30 package now on order. I didn't realize they are having a 4-6 week lead time, so I'm hoping they can cut that down or at least send me the EDC/probes sooner to get going on the wiring since that'll take me a little while to do. I went with the combo P/C package so that I can get all gauges as primary and see them at once, plus the $800 rebate through end of the month is awesome.