Engine Analyzers

[M.E. Borner]

I am seriously thinking about installing an Engine Analyzer in my
plane and am looking at options. I think I have narrowed the choice to
J.P. Instruments or Electronics International. My mechanic has more
experience with JPI and feels their probes have a longer life. My
research has me leaning slightly towards EI for price, function and
design features. Really I am on the fence and am looking for something
substantive to sway me. If it matters, this will be installed in a
1999 Seneca V with Continental TSIO-360-RB (220HP Turbocharged)
engines. Does anyone have any experience, recommendations or
suggestions? Maybe I should do 1 of each (just kidding).

[Dave Butler]

M.E. Borner wrote:
> I am seriously thinking about installing an Engine Analyzer in my
> plane and am looking at options. I think I have narrowed the choice to
> J.P. Instruments or Electronics International. My mechanic has more
> experience with JPI and feels their probes have a longer life. My
> research has me leaning slightly towards EI for price, function and
> design features. Really I am on the fence and am looking for something
> substantive to sway me. If it matters, this will be installed in a
> 1999 Seneca V with Continental TSIO-360-RB (220HP Turbocharged)
> engines. Does anyone have any experience, recommendations or
> suggestions? Maybe I should do 1 of each (just kidding).

I don't have a dog in this fight, but there's this:
http://home.earthlink.net/~timrv6a/jpi.html

Dave
Remove SHIRT to reply directly.

[MikeM]

M.E. Borner wrote:
> I am seriously thinking about installing an Engine Analyzer in my
> plane and am looking at options. I think I have narrowed the choice to
> J.P. Instruments or Electronics International. My mechanic has more
> experience with JPI and feels their probes have a longer life. My
> research has me leaning slightly towards EI for price, function and
> design features. Really I am on the fence and am looking for something
> substantive to sway me. If it matters, this will be installed in a
> 1999 Seneca V with Continental TSIO-360-RB (220HP Turbocharged)
> engines. Does anyone have any experience, recommendations or
> suggestions? Maybe I should do 1 of each (just kidding).

I put a EI UBG-16 in my Skylane in 2000. (6 chts, 6 egts, oil temp,
bus voltage, alternator load current). Works great, no problems with
probes.

Biggest technical challenge was getting the brightness of the display
to track the main dimmer bus.

It sure shows what a ****TY job Cessna did when they "designed" the
cowling/baffling in my L model Skylane. I have improved the cht
balance greatly with some added baffling. Front two chts are still
40 deg F colder than the back four.

It also shows how POOR the mass-flow balance between the front and
rear cyclinders is on the Continental O470R. Due to the brain-dead
induction plumbing, the front two cyl get much less fuel/air than the
other four.

MikeM
Skylane '1MM

[Kyler Laird]

>I don't have a dog in this fight, but there's this:
>http://home.earthlink.net/~timrv6a/jpi.html

That's what convinced me to get a GEM (Insight). I've been quite
happy with it.

*Do* get an engine analyzer. They're a good investment. My plane
just came out of annual when I flew it to PJY last month. On the
descent, I noticed that both temps on one of my cylinders had
dropped.

With some great help from Michael, I learned that both plugs had
fouled. I'm sure I wouldn't have noticed it without the analyzer.

--kyler

[Dale]

In article >,
(M.E. Borner) wrote:

> I am seriously thinking about installing an Engine Analyzer in my
> plane and am looking at options. I think I have narrowed the choice to
> J.P. Instruments or Electronics International. My mechanic has more
> experience with JPI and feels their probes have a longer life. My
> research has me leaning slightly towards EI for price, function and
> design features. Really I am on the fence and am looking for something
> substantive to sway me. If it matters, this will be installed in a
> 1999 Seneca V with Continental TSIO-360-RB (220HP Turbocharged)
> engines. Does anyone have any experience, recommendations or
> suggestions? Maybe I should do 1 of each (just kidding).

I put one of the EI boxes in my 182 in '93. It was the older
style...not a graphic display. It worked well and was worth the money
spent on it. Over about 500 hours I replaced 3 EGT probes. Customer
service was great, I'd call and order a probe...it would be in Alaska 2
days later...about $80/probe.

--
Dale L. Falk

There is nothing - absolutely nothing - half so much worth doing
as simply messing around with airplanes.

http://home.gci.net/~sncdfalk/flying.html

[Michelle P]

Hi,
I have had a Insight GEM in my Maule for the past nine years. no
problems with the unit. It did help me locate a bridged plug quickly though.
Michelle

M.E. Borner wrote:

>I am seriously thinking about installing an Engine Analyzer in my
>plane and am looking at options. I think I have narrowed the choice to
>J.P. Instruments or Electronics International. My mechanic has more
>experience with JPI and feels their probes have a longer life. My
>research has me leaning slightly towards EI for price, function and
>design features. Really I am on the fence and am looking for something
>substantive to sway me. If it matters, this will be installed in a
>1999 Seneca V with Continental TSIO-360-RB (220HP Turbocharged)
>engines. Does anyone have any experience, recommendations or
>suggestions? Maybe I should do 1 of each (just kidding).
>
>

--

Michelle P ATP-ASEL, CP-AMEL, and AMT-A&P

"Elisabeth" a Maule M-7-235B (no two are alike)

Volunteer Pilot, Angel Flight Mid-Atlantic

Volunteer Builder, Habitat for Humanity

[Dan Luke]

"M.E. Borner" wrote:
> anyone have any experience, recommendations or
> suggestions?

My JPI EDM-700 has been flawless for the 18 mos. it's been in the
airplane. It has the fuel flow option which I highly recommend. An
engine analyzer is a great trouble shooting and mixture setting tool;
I'd hate to do without one now.
--
Dan
C172RG at BFM

[Victor J. Osborne, Jr.]

Had both (now have EDM JPI-700.) Check out JPI's new series (legal
replacement for steam gauges in a few planes.) I like the operation of the
JPI better. User interface seems better to me, FWIW.

Had good support with both. Although, I did have to replace two probes from
the EI.

If you need (or plan) a block heater, get this sorted out beforehand. The
EI or JPI probes will need to co-exist with the CHT/heater probes. For this
reason I have a Reiff system (bands, no probes)

--

Thx, {|;-)

Victor J. (Jim) Osborne, Jr.



take off my shoes to reply

[Ray Andraka]

If you put LASAR ignition on, you'll also need to share the probe port with the
CHT probe for the LASAR controller, as well as if you have a factory CHT, you
may need to keep that in it's probe well.

"Victor J. Osborne, Jr." wrote:

> Had both (now have EDM JPI-700.) Check out JPI's new series (legal
> replacement for steam gauges in a few planes.) I like the operation of the
> JPI better. User interface seems better to me, FWIW.
>
> Had good support with both. Although, I did have to replace two probes from
> the EI.
>
> If you need (or plan) a block heater, get this sorted out beforehand. The
> EI or JPI probes will need to co-exist with the CHT/heater probes. For this
> reason I have a Reiff system (bands, no probes)
>
> --
>
> Thx, {|;-)
>
> Victor J. (Jim) Osborne, Jr.
>
>
>
> take off my shoes to reply

--
--Ray Andraka, P.E.
President, the Andraka Consulting Group, Inc.
401/884-7930 Fax 401/884-7950
email
http://www.andraka.com

"They that give up essential liberty to obtain a little
temporary safety deserve neither liberty nor safety."
-Benjamin Franklin, 1759

[jls]

"Victor J. Osborne, Jr." > wrote in message
...
> Had both (now have EDM JPI-700.) Check out JPI's new series (legal
> replacement for steam gauges in a few planes.) I like the operation of
the
> JPI better. User interface seems better to me, FWIW.
>
> Had good support with both. Although, I did have to replace two probes
from
> the EI.
>
> If you need (or plan) a block heater, get this sorted out beforehand. The
> EI or JPI probes will need to co-exist with the CHT/heater probes. For
this
> reason I have a Reiff system (bands, no probes)
>
> --
>
> Thx, {|;-)
>
> Victor J. (Jim) Osborne, Jr.
>
>
>
> take off my shoes to reply

Thanks for your input and I like JPI too. But, what I need costs over
$5,000 and that's a little hefty when you consider that Rocky Mountain
Instruments, a very reputable company with a good track record, provides
quality monitoring for much less money. Of course, the system I would be
purchasing is for an experimental.

[Ray Andraka]

In that case, look at the Epic engine monitoring and control system from
unison. It's got the engine monitor and an advanced FADEC engine control
wrapped up in one package. Not allowed on factory builts yet.

jls wrote:

> "Victor J. Osborne, Jr." > wrote in message
> ...
> > Had both (now have EDM JPI-700.) Check out JPI's new series (legal
> > replacement for steam gauges in a few planes.) I like the operation of
> the
> > JPI better. User interface seems better to me, FWIW.
> >
> > Had good support with both. Although, I did have to replace two probes
> from
> > the EI.
> >
> > If you need (or plan) a block heater, get this sorted out beforehand. The
> > EI or JPI probes will need to co-exist with the CHT/heater probes. For
> this
> > reason I have a Reiff system (bands, no probes)
> >
> > --
> >
> > Thx, {|;-)
> >
> > Victor J. (Jim) Osborne, Jr.
> >
> >
> >
> > take off my shoes to reply
>
> Thanks for your input and I like JPI too. But, what I need costs over
> $5,000 and that's a little hefty when you consider that Rocky Mountain
> Instruments, a very reputable company with a good track record, provides
> quality monitoring for much less money. Of course, the system I would be
> purchasing is for an experimental.

--
--Ray Andraka, P.E.
President, the Andraka Consulting Group, Inc.
401/884-7930 Fax 401/884-7950
email
http://www.andraka.com

"They that give up essential liberty to obtain a little
temporary safety deserve neither liberty nor safety."
-Benjamin Franklin, 1759

[M.E. Borner]

Thanks for the info. Just as an off topic aside, are you based at
Westair at White Plains? That is where I am and I recall a Cessna 1MM
(white/blue/tan). Is that you?

MikeM > wrote in message >...
> M.E. Borner wrote:
> > I am seriously thinking about installing an Engine Analyzer in my
> > plane and am looking at options. I think I have narrowed the choice to
> > J.P. Instruments or Electronics International. My mechanic has more
> > experience with JPI and feels their probes have a longer life. My
> > research has me leaning slightly towards EI for price, function and
> > design features. Really I am on the fence and am looking for something
> > substantive to sway me. If it matters, this will be installed in a
> > 1999 Seneca V with Continental TSIO-360-RB (220HP Turbocharged)
> > engines. Does anyone have any experience, recommendations or
> > suggestions? Maybe I should do 1 of each (just kidding).
>
> I put a EI UBG-16 in my Skylane in 2000. (6 chts, 6 egts, oil temp,
> bus voltage, alternator load current). Works great, no problems with
> probes.
>
> Biggest technical challenge was getting the brightness of the display
> to track the main dimmer bus.
>
> It sure shows what a ****TY job Cessna did when they "designed" the
> cowling/baffling in my L model Skylane. I have improved the cht
> balance greatly with some added baffling. Front two chts are still
> 40 deg F colder than the back four.
>
> It also shows how POOR the mass-flow balance between the front and
> rear cyclinders is on the Continental O470R. Due to the brain-dead
> induction plumbing, the front two cyl get much less fuel/air than the
> other four.
>
> MikeM
> Skylane '1MM

[MikeM]

M.E. Borner wrote:
> Thanks for the info. Just as an off topic aside, are you based at
> Westair at White Plains? That is where I am and I recall a Cessna 1MM
> (white/blue/tan). Is that you?

Nope,

SLC, Ut

see: http://home.utah.edu/~mgm17160/OneMM.jpg

[Robert M. Gary]

(M.E. Borner) wrote in message >...
> I am seriously thinking about installing an Engine Analyzer in my
> plane and am looking at options. I think I have narrowed the choice to
> J.P. Instruments or Electronics International.

My EDM from JPI works great! I've never looked back. Get the fuel flow
option with it though unless you already have a fuel computer. The EDM
comes with more standard features than the GEM. I don't believe the
GEM comes with voltage, etc.

-Robert

[Tom Sixkiller]

"Dan Luke" > wrote in message
...
>
> "M.E. Borner" wrote:
> > anyone have any experience, recommendations or
> > suggestions?
>
> My JPI EDM-700 has been flawless for the 18 mos. it's been in the
> airplane. It has the fuel flow option which I highly recommend. An
> engine analyzer is a great trouble shooting and mixture setting tool;
> I'd hate to do without one now.

I'll second very word of that.

[Tom Sixkiller]

"Victor J. Osborne, Jr." > wrote in message
...
> Had both (now have EDM JPI-700.) Check out JPI's new series (legal
> replacement for steam gauges in a few planes.) I like the operation of
the
> JPI better. User interface seems better to me, FWIW.
>
> Had good support with both. Although, I did have to replace two probes
from
> the EI.
>
> If you need (or plan) a block heater, get this sorted out beforehand. The
> EI or JPI probes will need to co-exist with the CHT/heater probes. For
this
> reason I have a Reiff system (bands, no probes)
>
How's that Reiff system worked for you? I'm about to go from needing extra
cooling baffles (Arizona) to a engine heater (Colo. Springs). My F33A
already has an JPI-700.

[Ray Andraka]

I'm very happy with my Reiff System. I've had it on my Six since 1997. Made it
easy to add the JPI EDM700 last summer...all the CHT wells were still open. The
heaters will get teh engine up to around 50 deg in a few hours with just cowl
plugs on.

Tom Sixkiller wrote:

> "Victor J. Osborne, Jr." > wrote in message
> ...
> > Had both (now have EDM JPI-700.) Check out JPI's new series (legal
> > replacement for steam gauges in a few planes.) I like the operation of
> the
> > JPI better. User interface seems better to me, FWIW.
> >
> > Had good support with both. Although, I did have to replace two probes
> from
> > the EI.
> >
> > If you need (or plan) a block heater, get this sorted out beforehand. The
> > EI or JPI probes will need to co-exist with the CHT/heater probes. For
> this
> > reason I have a Reiff system (bands, no probes)
> >
> How's that Reiff system worked for you? I'm about to go from needing extra
> cooling baffles (Arizona) to a engine heater (Colo. Springs). My F33A
> already has an JPI-700.

--
--Ray Andraka, P.E.
President, the Andraka Consulting Group, Inc.
401/884-7930 Fax 401/884-7950
email
http://www.andraka.com

"They that give up essential liberty to obtain a little
temporary safety deserve neither liberty nor safety."
-Benjamin Franklin, 1759

[Victor J. Osborne, Jr.]

No complaints. The install was easy, the product works as advertised.

I'm in TN, so the temps get into the teens at night a few months a year.
For the early morning trips, the engine fires up and the oil temp is ready
to go. (The JPI flashes a warning if the oil is not up to set temp yet)

--

Thx, {|;-)

Victor J. (Jim) Osborne, Jr.



take off my shoes to reply

[Victor J. Osborne, Jr.]

Ditto the voltage and fuel flow. FF works great with a GPS although you may
have to bump the fuel flow (pressure) because of the restriction of the
transducer. My fuel flow when from 25+ at sea level to 22. After adjusting
the pressure, we were back to good flow at takeoff and climb.

The voltage is redundant with a panel gauge but the alarm feature lets you
know if the alternator drops off. You will quickly add the JPI to your
normal scan.

--

Thx, {|;-)

Victor J. (Jim) Osborne, Jr.



take off my shoes to reply

[Jerry Kurata]

"M.E. Borner" > wrote in message
om...
> I am seriously thinking about installing an Engine Analyzer in my
> plane and am looking at options. I think I have narrowed the choice to
> J.P. Instruments or Electronics International. My mechanic has more
> experience with JPI and feels their probes have a longer life. My
> research has me leaning slightly towards EI for price, function and
> design features.

I have an EDM-760 and am quite happy with the unit. When you do your brand
comparision be sure you are comparing apples to apples. Ensure both units
have memory and the same probe sets. Also, shopping at a show such as
Oshkosh can save a lot of money. I got my unit for 60% of the list price by
going between vendors and seeing if they could beat the other guy's price.
I ended up buy from Pacific Coast Avionics, whom I highly recommend. At
Oshkosh, JPI was also throwing in free additional probes. I got sets for
oil, TIT, and a second TIT readings.

When you get the unit make a habit of dumping and analyzing the memory. If
you know what you are doing you can see things like exhaust valves and plugs
going bad many hours (and dollars) before they make their appearance known.

jerry

[Tom Sixkiller]

"Ray Andraka" > wrote in message
...
> I'm very happy with my Reiff System. I've had it on my Six since 1997.
Made it
> easy to add the JPI EDM700 last summer...all the CHT wells were still
open. The
> heaters will get teh engine up to around 50 deg in a few hours with just
cowl
> plugs on.
>
> Tom Sixkiller wrote:
> > > reason I have a Reiff system (bands, no probes)
> > >
> > How's that Reiff system worked for you? I'm about to go from needing
extra
> > cooling baffles (Arizona) to a engine heater (Colo. Springs). My F33A
> > already has an JPI-700.

What are your temperatures like during winter? Though the plane will be
hangared (non-heated, but with 120V power), the Springs can get down well
below zero.

I was wondering if a thermal blanket of soe sort would help (ie, what kind?
I'm sure one of my wife quilts would not be appropriate, for various
reasons).

Thanks,

Tom

[Tom Sixkiller]

"Victor J. Osborne, Jr." > wrote in message
...
> No complaints. The install was easy, the product works as advertised.
>
> I'm in TN, so the temps get into the teens at night a few months a year.
> For the early morning trips, the engine fires up and the oil temp is ready
> to go. (The JPI flashes a warning if the oil is not up to set temp yet)
>
> --
Any problems leaving it plugged in for days on end? The Springs often get
well below zero.

Thanks!!

[Ron Rosenfeld]

On Sun, 6 Jun 2004 20:55:11 -0700, "Tom Sixkiller" >
wrote:

>Any problems leaving it plugged in for days on end? The Springs often get
>well below zero.

Tom,

I have a Tanis system which heats all four cylinders and the oil. I leave
it plugged in all winter (except when flying), and also put an engine cover
on.

Oil temps are around 70-80°F and CHT's around 100°F on the coldest
(subzero) mornings.




Ron (EPM) (N5843Q, Mooney M20E) (CP, ASEL, ASES, IA)

[Ray Andraka]

No problems with the system leaving it plugged in 24/7. I did that before my
engine overhaul. There is a potential problem with any engine heater leaving it
plugged in for long periods of time because of potential for the moisture to
condense on cooler portions of the engine, notably the camshaft. If you are
going to leave it plugged in 24/7, I would invest in insulating covers for the
prop and cowl so that you don't have large heat losses creating cool
condensation surfaces in the engine.

Tom Sixkiller wrote:

> "Victor J. Osborne, Jr." > wrote in message
> ...
> > No complaints. The install was easy, the product works as advertised.
> >
> > I'm in TN, so the temps get into the teens at night a few months a year.
> > For the early morning trips, the engine fires up and the oil temp is ready
> > to go. (The JPI flashes a warning if the oil is not up to set temp yet)
> >
> > --
> Any problems leaving it plugged in for days on end? The Springs often get
> well below zero.
>
> Thanks!!

--
--Ray Andraka, P.E.
President, the Andraka Consulting Group, Inc.
401/884-7930 Fax 401/884-7950
email
http://www.andraka.com

"They that give up essential liberty to obtain a little
temporary safety deserve neither liberty nor safety."
-Benjamin Franklin, 1759

[Ray Andraka]

Typically it goes down to the mid teens. An insulated cover improves things (I
have an insulated cowl cover, but usually don't use it). The prop is a huge
heat sink too, and should also be insulated if you are leaving the heater
plugged in all the time.

Tom Sixkiller wrote:

> "Ray Andraka" > wrote in message
> ...
> > I'm very happy with my Reiff System. I've had it on my Six since 1997.
> Made it
> > easy to add the JPI EDM700 last summer...all the CHT wells were still
> open. The
> > heaters will get teh engine up to around 50 deg in a few hours with just
> cowl
> > plugs on.
> >
> > Tom Sixkiller wrote:
> > > > reason I have a Reiff system (bands, no probes)
> > > >
> > > How's that Reiff system worked for you? I'm about to go from needing
> extra
> > > cooling baffles (Arizona) to a engine heater (Colo. Springs). My F33A
> > > already has an JPI-700.
>
> What are your temperatures like during winter? Though the plane will be
> hangared (non-heated, but with 120V power), the Springs can get down well
> below zero.
>
> I was wondering if a thermal blanket of soe sort would help (ie, what kind?
> I'm sure one of my wife quilts would not be appropriate, for various
> reasons).
>
> Thanks,
>
> Tom

--
--Ray Andraka, P.E.
President, the Andraka Consulting Group, Inc.
401/884-7930 Fax 401/884-7950
email
http://www.andraka.com

"They that give up essential liberty to obtain a little
temporary safety deserve neither liberty nor safety."
-Benjamin Franklin, 1759

[Robert M. Gary]

"Victor J. Osborne, Jr." > wrote in message >...
> Ditto the voltage and fuel flow. FF works great with a GPS although you may
> have to bump the fuel flow (pressure) because of the restriction of the
> transducer. My fuel flow when from 25+ at sea level to 22. After adjusting
> the pressure, we were back to good flow at takeoff and climb.
>
> The voltage is redundant with a panel gauge but the alarm feature lets you
> know if the alternator drops off. You will quickly add the JPI to your
> normal scan.

I plugged my EDM into my voice annunicator. That way if the EDM thinks
anything is wrong the annunicator says, "Check engine monitor". I
didn't have any noticable change in pressure with the transducer but I
fly a Mooney and sip my gas slowly. :)

-Robert

[Victor J. Osborne, Jr.]

AS the other posts w/ say, yes, I leave it plugged in. I DO like to put rag
around the dip stick to allow moisture to get out. You can also get a temp.
sensitive plug adapter to shut of the unit if the days get warm.

--

Thx, {|;-)

Victor J. (Jim) Osborne, Jr.



take off my shoes to reply

[Mark Mallory]

MikeM wrote:
> It sure shows what a ****TY job Cessna did when they "designed" the
> cowling/baffling in my L model Skylane. I have improved the cht
> balance greatly with some added baffling. Front two chts are still
> 40 deg F colder than the back four.

Interesting, Mike. Where did you add the baffling?


> It also shows how POOR the mass-flow balance between the front and
> rear cyclinders is on the Continental O470R. Due to the brain-dead
> induction plumbing, the front two cyl get much less fuel/air than the
> other four.

How do you tell the difference between fuel/air QUANTITY and fuel/air RATIO?

[MikeM]

Mark Mallory wrote:
>
> MikeM wrote:
> > It sure shows what a ****TY job Cessna did when they "designed" the
> > cowling/baffling in my L model Skylane. I have improved the cht
> > balance greatly with some added baffling. Front two chts are still
> > 40 deg F colder than the back four.
>
> Interesting, Mike. Where did you add the baffling?

Front two, 5&6 CHTs are too cold due to being blasted directly
with cold air via the intake scoops, (in addition to 5&6 having
the lowest EGTs, as discussed below). Cessna realized this, and
has made the scoop openings progressively smaller over the years.
(Also done for drag reduction).
I installed a "cold weather kit", which partially shields the
front two cyls from the direct air blast. It reduces the CHT
differenial between 5-3 and 6-4. When I started, the front
cyl ran ~300degF, now they are about 345.

The middle two, 3&4, were always the hottest, while
the back two, 1&2 ran cooler. I played with the baffles below the
cylinders, sealed all the holes in the air dam (surrounding
the magnetos), and stiffened the baffle silicone seals (used
stiffer 3/32 silicone instead of 1/16) and that reduced the CHT
differentials between 3-1 and 4-2.

> > It also shows how POOR the mass-flow balance between the front and
> > rear cyclinders is on the Continental O470R. Due to the brain-dead
> > induction plumbing, the front two cyl get much less fuel/air than the
> > other four.
>
> How do you tell the difference between fuel/air QUANTITY and fuel/air
> RATIO?

I have never subscribed to the notion that the carburettor knows if
the air moving through it is destined for the front cylinders or the
rear ones. In other words, the mixture is established as the air
flows through the carb. Once mixed, there is a pretty big slug
of fuel/air sitting in the induction tubes waiting for the next intake
valve to open.

When an intake valve opens, the fuel/air mix is sucked into the
cylinder. The EGT is effected by the total volume
sucked in, (as well as the mix ratio). My EGTs have consistently been
hottest on the back two, 1&2, and lowest on the front two, 5&6; inversely
proportional to the length of the induction tubes between the carb
and the intake port. I believe that it is the flow resistance along
the induction tube that prevents cyl 5&6 from getting as much fuel/air
as 3&4 as much as 1&2. I dont see this distribution on Lycoming engines.
On Lycs, I attribute this to the carb being under the center of the
engine, and the induction tube lengths from carb to each cyl are more
equal...

I'd like someone to explain how the ratio of fuel/air can change
depending on which cyl is sucking? In other words, how could the front
cylinders be getting a different mixure ratio?

MikeM