Right, I know what they are suppose to do, but losing power and then
regaining it by adding MP does not seem right.

the gami's still have benefit because the cylinders all peak about the same
time and they pretty much stay the same generating more efficency

they do not offer any operational techniques. You do not get much in the
gami package, some forms to fill out after you do a test and send it back
into them and the video tape.

In a turbo charged engine, running rich is recommended to help keep the
engine cool. leaning is not done at all untill you get to cruise altitude.
remember, turbo charged engines and non aspirated engines are are flown
differently. My previous airplane - a cherokee 180 was a no brainer and easy
to lean.
I have gone through different settings with my mechanic, he taught me alot
about how the engine runs.

Dan Luke wrote:

"Jeff" wrote:
the tape you get with the gami jectors is not very good, but
the guy basically says that you can go lean of peak and not
lose power. He even demostrates it in his bonanza.

You are having problems understanding because you are over-generalizing.
What the guy says is true for partricular power settings and CHTs. The
value of Gamis is that they allow you to run at a lower fuel flow with
lower CHTs while making the same power that you would at ~100 deg ROP.
If you insist on running at a peak power mixture setting, Gamis are of
little value to you.

Also I have always been told that running lean will increase your
CHT's, running rich will keep your temps down.

You have been told a half truth, at best.

But gami says that using their
injectors you can run lean and not have a temp problem.

They are correct, but you must not over-simplify what they are saying.
You must have proper engine instrumentation and follow their operational
techniques. If you do, you may run LOP and have cooler cylinders.

I like ROP for the
power...

Then why did you buy the Gamis?

...and because gas is cheaper then cylinders.

The setting you use, peak power, is the worst of all for cylinder stress
and produces the very highest CHTs.
--
Dan
C172RG at BFM