Insight Avionics G4 Engine Monitor
Leaning:
G Series is the best technology available, there’s nothing else like it, nothing even comes close. Operation lean of peak requires special information that only the G3 or G4 graphic Engine Monitor can provide. The G Series instruments are extraordinarily capable yet easy to use. G Series specialized innovative leaning process is the first and only one to ever earn a patent,which may be read here.

Unprecedented in its sophistication, most importantly it makes a complex process easy to accomplish. Leaning with reference to temperature only is just too confusing for LOP. Our specialized process reports each individual cylinders status in unambiguous form. You needn’t ponder if a cylinder is rich or lean, the G Series will display that too.
Injector Analysis
Nozzle flow uniformity is paramount to operation lean of peak but only Insight delivers a nozzle analysis every time you lean. The G Series can forewarn of problems and assure uniformity of results. Of course, other systems just leave you in the dark.
G Series Data
G Series instruments are not just temperature indicators, they compute real-time results using manifold pressure, RPM, fuel flow and temperatures. G Series handles the raw data to eliminate confusion and provide answers. It couldn’t be easier. While constantly displaying critical information during flight the G Series always work diligently behind the scenes too, logging data to a handy SD card for study later so nothing is missed. It’s easy to go back in time, study trends and trace problems to root the cause.
Innovation
Decades ago Insight introduced the first instrument to display cylinder and exhaust gas temperature of all cylinders simultaneously.
This innovation eventually became the industry standard as all other manufacturers followed suit.
Engine monitors depend on numerous temperature probes that have equal potential to inform or confuse when any of them fail. In fact probe failures can easily be confused with engine failures. Only the G Series has a  probe diagnostic system built in.
Manufacturing G Series at Insight
   

 

Insight's 610C Graphic Engine Monitor (G3) color-coded bargraph and digital values may be Primary for CHT, EGT and TIT.
All other data shown in cyan at the top of display are to be supplementary.
Traditional multi-cylinder exhaust gas and cylinder head temperature systems that force the pilot to switch or scan an indicator from cylinder to cylinder in search of critical engine data, are long obsolete. Using the latest computer technology, the G3 presents a clear, concise, graphic picture of all engine temperatures simultaneously for interpretation at a glance.
Never before has so much engine diagnostic information been available to the pilot and never before, has the pilot been able to control mixture with such ease and precision for peak fuel efficiency.
Insight's latest G4 automatically records flight temperature and will also interface with other data sources and report information to other instruments like MFD’s. The data-log files stored on the SD card can be easily retrieved by the pilot, in-flight or post-flight, for instant viewing or permanent record-keeping.
The G4 is a sophisticated tool for engine management. Its microprocessor performs many tasks that used to be handled by the pilot. One of the basic functions performed by the G4 is monitoring exhaust gas temperatures for all cylinders with one degree resolution. What is important is the exhaust gas temperature of a particular cylinder in relation to its peak. But peak EGT is not a constant; it changes with atmospheric conditions, altitude, power setting and engine condition and for this reason absolute exhaust gas temperatures in degrees Fahrenheit are quite meaningless.
The real objective of mixture management is finding a mixture setting which represents the correct position on the EGT/Fuel Flow Curve. As we will see later, this abstract task is easily accomplished by the G4's microprocessor which samples EGT's for all cylinders many times a second and subjects this data to a complex mathematical analysis can identify peak. This capability allows the pilot to operate his or her aircraft engine at the most economical mixture settings.

It is generally known that EGT can be a valuable source of information for engine diagnosis and troubleshooting, but there is a great deal of confusion when it comes to interpreting this data. One of the basic principles of EGT engine analysis is that engine temperatures (EGT and CHT) achieve equilibrium in an engine operating at a constant power and mixture setting. What is often overlooked is that this equilibrium cannot be defined as a single point but rather a range of temperatures.

The Graphic Engine Monitor (G4) is ready to operate the moment electrical power is applied. Within seconds after starting the engine, the white EGT bar graph columns will begin to appear on the G4 display. Each column corresponds to the Exhaust Gas Temperature (EGT) of a cylinder. The lowest exhaust gas temperature that can be displayed by the G4 is 800° F. In some engines, the throttle will have to be opened to the fast idle range to get an EGT indication for all cylinders. As the cylinder heads begin to warm up, the display will indicate Cylinder Head Temperature (CHT) for all cylinders as a smaller green bar in each EGT column. A horizontal red line across each column represents the maximum allowable CHT. Digital numbers below each bar graph column indicates the exact EGT and CHT for each cylinder.

G4 Twin Buss Voltage
The G4 Buss Voltage attempts to display the buss voltage in green when it’s normal and red when it’s outside of normal. In an aircraft with a 12V electrical system the Buss Voltage will be annunciated in green so long as the voltage is 12.0V to 14.9V (inclusive).In an aircraft with a 24V electrical system the Buss Voltage will be annunciated in green so long as the voltage is 24.2V to 28.7V (inclusive). Below this range the alternator isn’t charging the battery and above that it’s overcharging, and the Buss Voltage will be annunciated in red. The instrument must be connected to the main voltage buss (not in series with something else, on a lighting buss, etc.) and must have a good low-resistance ground connection, otherwise the voltage measurement itself will be in error causing the Buss Voltage to indicate in red erroneously.
Controlling the G4 instrument