oregon87

I'm going to take a shot at this, from an EI perspective. Hopefully it will help. Please note, I do not know how JPI handles the following, but maybe it'll be a bread crumb to follow. Is your fuel pressure reading too high? If so, it is likely due to upper deck pressure not being taken into account. The turbo outlet pressure is basically fed to the "top" of the injectors to equalize the pressure, ensuring flow to the engine. If this pressure was not fed to the injectors, there would a negative pressure at the "top" of the injectors, resulting in the fuel not making it to the engine. The upper deck pressure needs to be subtracted from the fuel pressure indication. As such, fuel pump pressure - upper deck pressure = displayed fuel pressure. I don't know if JPI offers a differential pressure transducer, or if a second pressure transducer needs to be added and that second transducer's signal subtracted from the fuel pressure transducer's signal. The latter is how we do it.

If going the experimental route, the RV-15 has my attention. Living in Oregon, hitting backcountry fishing/camping spots is very attractive. It obviously will not be as fast as a Mooney, but hopefully better than other similarly designed airplanes.

Certified as primary to replace factory engine and fuel level gauge, full color engine monitor/fuel totalizer and fits in a standard 3-1/8" hole. Electronics International CGR-30P

The fuel pressure systems on turbocharged aircraft typically require upper deck pressure to be monitored to accurately display fuel pressure. To really simplify, the equation is as follows: Fuel pump pressure - upper deck pressure = displayed fuel pressure Without the injector nozzles referencing upper deck pressure, they would remain at ambient pressure, which would not allow fuel to flow to the engine. As such, the upper deck pressure needs to be subtracted from the indication to display true pump pressure. As such, whatever instrumentation being used to monitor fuel pressure would need some type of differential input to reference signals from the two sources.

You are indeed correct!

@Kris_Adams You've mentioned several times on this forum that you experienced issues with your CGR system, which we sincerely regret. Our records show that when you originally sent your instruments to us for repair, our technical department could not duplicate the problem and therefore we re-calibrated the units and returned them to you at no charge. Later, when you sent your units to us, we performed a software update, re-calibrated and returned them to you, also at no charge. We have no record of hearing from you again. Unfortunately, had you told us that you would like to return the units to us for a full refund, we would have given it to you with no questions asked. Neither E.I. nor any other manufacturer can claim to be perfect, although we make every effort to provide the highest quality products possible. We're also sincere in our desire and efforts to provide exceptional customer service, including making every reasonable effort to rectify unforeseen issues. Wishing everyone a very Merry Christmas and Happy Holidays!

My pleasure!

I'm here, y'all, catching up from the holidays with one sales/support staff member out of the office. Suffice it to say, we busy! If anybody has any specific questions, we will likely be able to answer them more quickly via e-mail at support@iflyei.com or phone at 541-318-6060.

All of the sensors/transducers are installed on the engine side of the firewall and plumbed to the engine. Only the wires from those sensors penetrate the firewall and connect to the CGR's EDC (engine data converter).

I mean, I wouldn't turn down the opportunity to fly behind that panel. I'd never want to fly my plane again, though.

Will do! Thanks for the heads up.

We are currently offering rebates on our most popular engine monitors. Now would be great time to save a bit on that early Christmas present you've been thinking about! EI Rebate

HI Kris- I wish you would've contacted us directly before throwing away your dual CGR system. I would've like to have attempted to help as much as possible to try to regain your confidence in our products. However, as you were obviously very unhappy with the system, we would have been happy to have offered you a full refund on the purchase price of your system in an effort to alleviate some frustration.

I can't really add too much more other than I reviewed the original drawings for Don's bottom EDC connector and the jumper does appear to have been included. As such, simply snipping the wire between pins 27 and 28 should solve the issue. Apologies for the oversight. Don, if you would like me to PM you a copy of the wiring schematic, please let me know. I will be happy to do so.

You can remove the suspect probe and submerge it in an ice bath (70% ice/30% water). Whatever channel that probe is wired to should report a temp of 32-33°F. To verify accuracy, you can also perform a similar test with boiling water, looking for a temperature right at 212°F.

Hello all, We are in the process of updating our marketing material and we were hoping there were a few proud owners out there that would like to share a couple high resolution pics of their panel upgrade using Electronics International instruments. Before and after pics are even better! If you'd like to share any picc, please send them to support@iflyei.com and I will make sure they are forwarded to our marketing/advertising team. Thank you very much!

Hello all! With Oshkosh just around the corner, we are excited to announce our rebates through the month of July for those who will not be able to attend the event. Please see the link below for additional information or feel free to PM me for details. EI Spirit Of Oshkosh Rebate

It is worth noting that most aircraft with a constant speed prop will have both a 3-1/8" tachometer and a 3-1/8" manifold pressure gauge. As such, when looking to replace all of the aircraft's engine and fuel gauges, removing the factory tach and manifold gauge provides the real estate necessary for the CGR-30-Combo package.

Fuel tank accuracy with our systems really is a function of the calibration performed post installation. Garbage in, garbage out, as they say. Having said that, our probes output a very reliable signal for a given float height. Repeatability of the sensor's signal for a given quantity is paramount. This is where the resistive probe fall short. We'll use random numbers for an example. Let's say at 20 gallons, a resistive probe outputs a sensor count of 2158. Next time at 20 gallons, it may be 2300, or 1750, or some other number. The problem is that the signal is not consistent. Our probes will output 2158 or very clost at 20 gallons every time.

If you elect to monitor fuel level on an engine monitor, that signal is derived from sensors in tanks. Now, can we be more accurate than the factory gauge and factory sensors? You bet! While our systems can interface with the factory resistive probes, those probes are still susceptible to issues such as corrosion, bent wipers, broken bridges, etc. All of which can lead to accuracy issues. We manufacture upgraded probes in our P-300Ms that do not suffer from the aforementioned concerns, resulting in far more robust and accurate fuel level indications. E.I. P-300M Fuel Probe

Please feel free to PM me for details regarding the rebate.

The CGR-30P Basic includes the following functions: RPM, EGT, CHT, fuel flow, OAT or carb temp, volts and a few timers. No other functions can be added or substituted. This package is for those looking for a color engine monitor and fuel computer. Even though it can legally replace the factory tachometer, CHT and fuel flow (NOT fuel pressure) gauge, it's not really designed for primary gauge replacement. The CGR-30P Premium always includes RPM, EGT and CHT. From there and at the time of purchase, you select five additional primary functions and five non-primary functions. Primary functions are defined as those that include limits/redlines and are required by the manufacture. RPM, manifold pressure, oil pressure, oil temperature, fuel pressure, fuel quantity, etc are examples of primary functions. Examples of non-primary functions are horsepower, carb temp, OAT, g-meter, CO detector, etc. The Premium option is far better suited for those looking for a color engine monitor, fuel totalizer (fuel flow must be selected as a monitored function) and primary gauge replacement. Worth noting, Oshkosh is just around the corner and we will be offering rebates at the show! Additionally, we will be offering a rebate during the month of July for those that are unable to attend Airventure.

If you want to be really disappointed in humanity, list something for sale on Craigslist or Facebook Marketplace.

FYI, it looks like we will be offering very attractive rebates at Oshkosh. For those that cannot attend, we will be offering a rebate for the entire month of July, as well! Without giving too much away, expect well over $1000.00 discounts on MVP-50P packages.

The MVP-50P is certainly worth mentioning, as well. It compares very favorably to the JPI and Garmin offerings in both price and functionality. Or, if the 3-1/8" instrument is the preferred form factor, we offer the CGR-30P. Links to both are provided below. Not to mention, we're here on the forum to answer any questions. https://www.iflyei.com/product/mvp-50p-engine-monitor/ https://www.iflyei.com/product/cgr-30p-premium/