[email protected] wrote:Very good size graphics on that unit Hotrod180. I like it much. Tks!
Anyone using it?

I like the JPI feature of recording parameters. It may be worth to see trends and also to go back and see.

This can be done with EI as well.

[email protected] wrote:Very good size graphics on that unit Hotrod180. I like it much. Tks!
Anyone using it?

I have the 4-cylinder version in my hangar, waiting for some time to do the install. I’ll take some pictures when I finish.

Cary wrote:To the OP, if what you really want is an engine analyzer and not to replace all of the other instruments, you can get the job done within your budget with an Insight G2, $2275 plus installation, which is pretty straight-forward. Or you can get more bells and whistles with the G3, $3367, but it might be hard to get it installed within your remaining budget. .....

The Insight engine monitors are a good case in point.
I took look at their website, i like the G1 monitor--
a simple CHT / EGT display.
The G2 adds a bunch of bells & whistles, and the G3 adds even more.
They apparently subscribe to the "if some is good, then more is better, and too much is just about right" school of thought.

CamTom12 wrote:My understanding is that so long as the required instruments from the TC are installed in accordance with the regs, any additional instrumentation the owner wants to add is fine.

That's my understanding as well.

hotrod180 wrote:I really like the color CHT/EGT display on the EI CGR30.
I would kinda like a simple CHT/EGT gauge with a similar display.
Like this one:



http://thesensorconnection.com/gauges-p ... KJEALw_wcB
.....

MGL offers a similar instrument, the TC-6 in their "Blaze" series, for about the same price.
In fact, looking at photos, this one i posted about earlier looks like the exact same unit-- minus the MGL logo on the face.
Hmmmm

I contacted HGSI, the company for that prior post / picture. Gave them the diameter of the exhaust pipes for the O-470R engine of about 1¨ in diameter ( Mechanic said so) Tech guy told me he did not feel their EGT probes would fit well on such a small diameter and did not recommend to purchase.
I will recheck all this to confirm.

Thoughts?


CamTom12, did you cover this topic with them?

No I did not. But that same unit is designed and built for experimental aviation, so I feel it should work. I plan to reuse my existing CHT and EGT probes.

Also, here’s some funny pictures regarding MGL. I think (hope?) these guys are licensed to rebrand.





Similar price (that I found) for either unit.

Wow, interesting.

They could at least put their cover-up sticker on straight.

[email protected] wrote:I contacted HGSI, the company for that prior post / picture. Gave them the diameter of the exhaust pipes for the O-470R engine of about 1¨ in diameter ( Mechanic said so) Tech guy told me he did not feel their EGT probes would fit well on such a small diameter and did not recommend to purchase.
I will recheck all this to confirm.

Thoughts?


CamTom12, did you cover this topic with them?

1" sounds really small. 1 1/2" or thereabouts, maybe a bit closer--but you ought to measure it yourself.

Cary

Worth noting, we do offer a CGR-30-Combo package which includes both a CGR-30P and CGR-30C. This package will replace all of the factory engine and fuel level gauges. The 30P can do fuel level, however, each tank occupies one of the five available primary functions. Most aircraft will have two available 3-1/8" holes if replacing all of the gauges so it's not terribly difficult to find a home for them. Additionally, if purchasing during a rebate, as we are currently offering until the end of August, the pricing compares favorably with the EDM900 and offers a ton more functionality.

Take a peak if you are interested:

https://buy-ei.com/cgr-30-combo-package/

[email protected] wrote:Cessna 180 with an O-470R.
Which Eng. Analyzer should I buy and why?
Eng info like MP, RPM, FF, OAT, HP would be nice to have but not a must.….

In this context, an "engine analyzer" sounds like just basically a six-point CHT / EGT gauge.
I've been thinking about getting something like that for my C180.
Considering that generally a carbureted engine is not capable of the same kind of narrow-spread EGT's
as you can get with an injected engine, due to how the induction system works,
I'm wondering just how much use the EGT side would be?
I guess it could help diagnose a sick cylinder,
but low CHT readings would probably give the bad one away too.

Yes, 1¨ sounds quite narrow.
Have been busy flying on the LJ75 but monday I will check on that. Tks.


EI, Very complete instruments.Tks!


As far as having also EGT Hotrod, would like to have one to make sure I am using the correct cylinder to lean but any comments are more tan welcome.

You all have a fantastic forum, wow!!

I think you NEED to monitor EGT on all cylinders for leaning purposes. A technique for high DA operations that some folks with engine monitors use is to lean as close to their sea level EGTs as they can during the take-off run. Or even for just leaning in cruise.

Especially in carbureted engines, fuel/air mixture isn't perfectly balanced across all cylinders. With only a single EGT you might accidentally lean one or more cylinders into a less than optimal scenario (see here: https://www.savvyaviation.com/wp-conten ... ed-fin.pdf).

Besides, I've never heard of a multipoint CHT gauge that also has a single point EGT. And I've not seen any CHT-only gauges. So to get multipoint CHT and single point EGT you'd have to run two separate gauges, one of which I'm not sure exists.

Or you could just get a multipoint CHT/EGT, which are fairly common.

Exactly Cam.

I also believe you have to monitor all 6 EGT´s so you can lean finding the critical one.
That is what I meant to reply to another post.
That is the reason I am looking for an analyzer.

In reality, when you're leaning a carbureted engine, different cylinders will reach peak EGT first--it's not the same one each time, in my experience with the Insight G1 and an O-360. The same two cylinders tend to run hotter CHTs, and one of those is the hottest consistently, but the EGT reaching peak can be any one of the four. It depends on OAT, humidity, rpm, MP, altitude, even how long after leveling off I do the leaning. So having a single point EGT would give a false reading pretty often.

For simplicity and least expense, I thought the G1 was ideal at the time I bought it. As I mentioned above, though, if I had to do it over again, I'd likely go for the G2 or G3. The biggest benefit for one of them for me would be the ability to store the data to give to my mechanic. What I've done instead is to take notes of the readings, and that's not always possible. The other bells and whistles that they provide are less of a desire than the storage capability.

Incidentally, although I have several EI gauges in my panel, the Insight G1's graphics are more intuitive and easier to read to me, which is why I chose it over the similar EI gauge.

Cary

hotrod180 wrote:

[email protected] wrote:Cessna 180 with an O-470R.
Which Eng. Analyzer should I buy and why?
Eng info like MP, RPM, FF, OAT, HP would be nice to have but not a must.….

In this context, an "engine analyzer" sounds like just basically a six-point CHT / EGT gauge.
I've been thinking about getting something like that for my C180.
Considering that generally a carbureted engine is not capable of the same kind of narrow-spread EGT's
as you can get with an injected engine, due to how the induction system works,
I'm wondering just how much use the EGT side would be?
I guess it could help diagnose a sick cylinder,
but low CHT readings would probably give the bad one away too.

This is a great article on EGT/CHT.

https://www.avweb.com/ownership/the-sav ... d-leaning/

akaviator wrote:This is a great article on EGT/CHT.
https://www.avweb.com/ownership/the-sav ... d-leaning/

FWIW, a quote from the linked article:

"I fly a Cessna 172 with no CHT or EGT or fuel flow instrumentation. How should I lean my engine?
After stabilizing in cruise and reducing power to the desired cruise RPM, slowly lean the mixture until you feel the onset of perceptible engine roughness. Then slowly richen just to the point that the roughness goes away. With your limited instrumentation, that’s the best you can do … and it’s not a bad technique."

CamTom12 wrote:…..Especially in carbureted engines, fuel/air mixture isn't perfectly balanced across all cylinders. With only a single EGT you might accidentally lean one or more cylinders into a less than optimal scenario (see here: https://www.savvyaviation.com/wp-conten ... ed-fin.pdf).....

Kinda what I'm getting at with my comments.
That Bush article is a good one, but even he says that it's esp hard to achieve even EGT temps with the O-470, due to the intake system.
As he says-- LOP is good, ROP is OK, peak is bad.
If you're leaning an O-470 by the numbers, using a multi-point EGT gauge,
it's likely pretty hard to get one or more cylinders to LOP without at least one of the others being at peak.
I think I prefer to conservatively lean the old school way, as per the quote in my previous post--
I'd rather burn a little extra fuel or sacrifice a little horsepower,
than take a chance on damaging my engine.