cost to install engine analyzer (4 cyl)?

contact either EI or JPI, they can provide reasonable estimates for
labor time. this assumes, of course, that the person(s) doing the
installation are not using your aircraft as a learning experience.
Once you have the estimated hours, X $your shop cost = somewhat of
a reasonable $$ dollar estimate.

Also, check with a couple, three shops in your area (if there are
that many) for their estimate and familiarity with installing
an engine analyzer.

i've talked it over with my avionics shop and my general a&p and i'm
budgeting about $3000 turn-key with gas totalizer. that's 6 cylinders.

dan
Blanche Cohen wrote:
contact either EI or JPI, they can provide reasonable estimates for
labor time. this assumes, of course, that the person(s) doing the
installation are not using your aircraft as a learning experience.
Once you have the estimated hours, X $your shop cost = somewhat of
a reasonable $$ dollar estimate.

Also, check with a couple, three shops in your area (if there are
that many) for their estimate and familiarity with installing
an engine analyzer.

On a low compression, low horsepower, carbureted engine, a fancy
analyzer is only going to waste your money and make you frustrated...

denny

care to expand on that a bit??

dan
Denny wrote:
On a low compression, low horsepower, carbureted engine, a fancy
analyzer is only going to waste your money and make you frustrated...

denny

If you are planning to use it to lean more agressively on a carburated
engine, then I agree, it will not work well for that. I put an EDM-700 on
my Skylane with an O-470R. I still find the best leaning procedure is to
lean until the engine is slightly rough, then richen it up 1/4 turn.

However, an analyizer is a great diagnostic tool. For example, if on runup
you notice one mag is slightly rough, a quick look at the analyzer help you
diagnose the problem. For example, if a single cylinder is not firing, the
analyzer will tell you EXACTLY which cylinder has the bad plug. Or if all
the cylinders are sick on one mag, then the analyizer will clearly show that
too. Also, earlier this year, I had a manifold leak, and saw that the
1-3-5 cylinders were a bit "off". So an inspection of that side of the
engine found a manifold leak.

Guy



"Denny" wrote in message
ups.com...
On a low compression, low horsepower, carbureted engine, a fancy
analyzer is only going to waste your money and make you frustrated...

denny

"Guy Byars" wrote:

If you are planning to use it to lean more agressively on a carburated
engine, then I agree, it will not work well for that.

Depends on the engine.

I use my EDM-700 for leaning my O-360 every time I fly. While climbing, I
use to monitor CHT's so I can lean without overheating. In cruise, I've
used it to find the "sweet spots" where I can run LOP at various altitudes.


put an EDM-700 on my Skylane with an O-470R. I still find the best
leaning procedure is to lean until the engine is slightly rough, then
richen it up 1/4 turn.

Yes; O-470s are notorious for uneven mixture distribution.


However, an analyizer is a great diagnostic tool. For example, if on
runup you notice one mag is slightly rough, a quick look at the analyzer
help you diagnose the problem. For example, if a single cylinder is not
firing, the analyzer will tell you EXACTLY which cylinder has the bad
plug. Or if all the cylinders are sick on one mag, then the analyizer
will clearly show that too. Also, earlier this year, I had a manifold
leak, and saw that the 1-3-5 cylinders were a bit "off". So an inspection
of that side of the engine found a manifold leak.

Yep. I'd hate to do without it.

--
Dan
C172RG at BFM

Yep. I'd hate to do without it.


I forgot to mention the alarm feature. When any cylinder head temp goes
above 400F, my JPI starts flashing a warning light. A very good thing to be
warned about... I can then take immediate corrective action... cowl flaps...
mixture... airspeed... whatever.

It also warns if any other parameters are out of spec. A great safety
feature!!!!

i fly behind an 0-300 (145 h.p.) continental so i guess that low power,
low compression is accurate but so is safe, steady, smooth and
dependable too. i like it. i don't have any great expectations of huge
operational benefits running l.o.p. but i would like to get the thing
to full t.b.o. and beyond. it's only got 350 hours now so i have the
opportunity to make a big difference in it's operational life. i
think that the main benefit will be in having confidence that i know
whats going on inside the thing and in learning how best to operate it.
given the joys of cessna fuel guages, the genefits of the gas totalizer
are obvious.

given all that, i'm still anxious to hear what denny was talking about
on getting frustrated etc. i'm here to learn.

dan



Guy Byars wrote:

Yep. I'd hate to do without it.


I forgot to mention the alarm feature. When any cylinder head temp goes
above 400F, my JPI starts flashing a warning light. A very good thing to be
warned about... I can then take immediate corrective action... cowl flaps...
mixture... airspeed... whatever.

It also warns if any other parameters are out of spec. A great safety
feature!!!!

On Sat, 30 Sep 2006 18:58:12 +0000, Guy Byars wrote:

the engine is slightly rough

Which reminds me of a question I've been developing: what makes the engine
rough while leaning?

- Andrew

"Andrew Gideon" wrote:



the engine is slightly rough

Which reminds me of a question I've been developing: what makes the engine
rough while leaning?

One or more cylinders wiil get too lean before the others, causing uneven
power production.