largest gps display screens brands

Many drivers still swear by a dedicated portable GPS navigation system, and for good reason. A portable GPS leaves your phone free for everything else. Portable GPS doesn’t deplete the phone data plan because the maps are stored in the device and there are no rude surprises trying to create a trip in an area with no cell service.

While BMW may have the largest individual, uninterrupted screen in any car, nothing looks as spectacular as Merc"s 56-inch Hyperscreen that is standard in the EQS 580 sedan. The layout consists of a 12.3-inch digital driver"s display, a 17.7-inch central touchscreen, and a 12.3-inch passenger-side display.

While some see the Hyperscreen as overkill, it pushes the limits of in-car digitalization like none of the other cars on this list. The central and passenger-side displays employ OLED technology that improves clarity in a range of light conditions. When we drove the EQS, however, we walked away feeling like the Hyperscreen doesn"t tangibly add more value than Merc"s usual central touchscreen. It also lacks streaming services like Netflix and Amazon Fire TV integration. Still, it is the most visually impactful layout of all on the market at the moment.

The best car heads-up displays can be a fantastic addition to any car. Adding that extra screen in your peripheral vision means you can access a wealth of information much faster than you would otherwise. That means your eyes can stay where they belong: focused on the road ahead.

A growing number of premium vehicles are starting to offer a built-in heads-up display — for a price. But you don"t have to be super-wealthy to have that benefit in your own car, no matter its age of technology level. There"s a whole world of heads-up displays you can install in just a few minutes, adding all that extra information when you need it most. Here are the best car heads-up displays you can buy right now.

The Hudway Drive has just about everything you could want from a car heads-up display. It manages to combine data from the car’s OBD port, GPS satellites and your own smartphone. The only thing it doesn’t do is add Android Auto or Apple CarPlay to your car, but that might be asking a little much.

The Pyle PHUD180BD is able to squeeze an impressive amount of information onto its 5.5-inch screen, but even more impressive is how much it can manage with a $67 price tag. Not the cheapest car heads-up display by any stretch, it’s still a brilliant bargain - especially since it can combine OBD and GPS data.

Another unit that combines GPS and OBD data, the Wiiyoo C1 is a car heads-up display that manages to display loads of data in a visually-appealing format. Though this HUD is designed for people who want more than their dashboard has to offer, with support for data that real gear-heads will get a kick out of. If you ever wanted to know air-to-fuel ratios or turbocharger pressures while you’re driving, this might be the HUD for you.

While we certainly could have done without the faux leather finish, the Dagood A8 is still a car heads-up display with a lot of promise. Not only is it inexpensive, it also offers a large 5.5-inch display, bright graphics, and a light sensor to automatically adjust brightness based on the surroundings. It also combines GPS and OBD data to give you a more comprehensive view of everything going on in your car at any given time.

Another car heads-up display that pairs the OBD port with GPS satellites, the Akabane A500 can actually do a lot of things other HUDs can not. Not only is it able to show off a bunch of different pieces of information on its screen, performance enthusiasts will be happy to know it has the ability to test braking and acceleration as well. Can that Tesla of yours really hit 0-60 in the advertised times? The Akabane A500 can help you find out, though we don’t recommend testing this on a public road.

If you’re more of an off-roading type, the Autool X95 GPS Slope Meter is a car heads-up display to take into consideration. Using a combination of GPS and its own internal sensors, it can show a lot of the usual information alongside a few specialist data points. Tilt and roll sensors can alert you if your car is getting too close to the point of no return.

The best heads-up displays present the driver’s choice of the car’s operational parameters in a format that’s easy to see, read and digest at a glance. The advantage to a standalone model is they can often out-perform many of the built-in HUDs available on modern cars with the range of data they can show. On the downside, they can’t integrate into the car’s entertainment or navigation systems.

Not all car heads-up displays are built equally, however. Not only do they come in all shapes and sizes, there can be a huge range in what information is actually displayed. Some HUDs only repeat what the dashboard shows with items like speed and time, but others go a big step further to offer things like a tachometer and fuel economy.

The rarest options can connect to your smartphone, displaying turn-by-turn navigation, contact information or even text messages. At the very top-end of this spectrum are HUDs that offer Android Auto or Apple CarPlay support, should your car’s not have a compatible infotainment system.

Finally you need to figure out where the HUD is going to get its data and power. Some HUDs utilize your car’s OBD port, which gives them a window into the inner workings of your car — albeit not as much as a dedicated OBD-II scanner might. Meanwhile GPS offers tidbits like drive distance and altitude. However GPS-only devices will need to plug into an alternate power source like your car’s cigarette lighter.

There are heads-up displays that start at under $20 but these are generally second best. They either have monochrome screens or only display one item, like the car’s speed.

Take the step up to those that cost between $30 and $65 and you’ll be rewarded with one that can show many different items without breaking the bank. The most expensive heads-up display we’ve reviewed costs about $250, but these pricey units are often worth the cost because they’re able to pull in data from a variety of sources: OBD, GPS and your phone.

Evaluating heads-up displays involves a two-pronged approach: garage work and over-the-road field testing. It all starts with opening the box and checking out what the device includes. Although most HUDs come with everything you need to get set up. Some also include wire guides, while others lack key elements like the 12-volt car accessory adapter.

This is followed by checking out the interface and controls. We ran through the unit’s different screen choices, along the way taking notes as to the interface’s efficiency and ease of use. Finally, we go through each of the choices, counting the number of major parameters on display as well as its alarms and alerts.

With everything set, we hit the open road and give each HUD a test drive. Here we’re looking for how intuitive the display format is, whether sunlight washes out the screen and how well the display copes in the dark.The drive also involves a series of speed-up and slow down maneuvers to see if the HUD is able to keep up.

Many of the HUDs have specialty features, which were also tested out on the road. These included using the text display function on some, the inclinometer on others and trying out the turn-by-turn directions where it’s offered.

Once you"ve picked a heads-up display for your car, make sure to check out some other important automotive essentials. Both thebest automotive emergency kitsand thebest dash camswill be there in case of emergencies, albeit for very different reasons. Meanwhile thebest OBD-II scannerswill help you diagnose any problems your car faces, and whether you can fix them without a costly trip to a mechanic.Round up of today"s best deals

Having more than one display at the helm was common back when sounders, GPS and radars were all housed in separate stand-alone units. Then, in the 1990s, manufacturers combined GPS, plotter and fish-finder functions into single models.

Such products were initially known as combos, but with integration of ­additional features, greater processing power, networking, and touchscreen capabilities, the nomenclature evolved. Most are now called multifunction ­displays — MFDs for short.

MFD, boaters suddenly have access and control of GPS, chart plotting, fish finding, scanning sonar, radar, autopilot, thermal imaging, engine instrumentation, digital switching, audio entertainment and more on a single color display.

Increasingly large screens seem to support the idea of consolidating ­features into just one MFD. But boating anglers appear to have other ideas. Instead of just one, today it’s common to find two or more MFDs on ­saltwater ­fishing boats, usually networked so that ­information can be shared on both screens.

If you decide you want a second MFD (for reasons we will discuss later), there are ways to add a display when helm space is limited. You can, for example, add a rail mount — available from brands such as Edson, Ram, ScanStrut, SeaView and West Marine — that ­accommodates a second display.

Edson’s Clamp-On Accessory Mounts fit horizontal, vertical and ­angled rails, using 3- and 7-inch ­stainless-steel bases. These mounting systems mate with Edson’s Electronic Display Housings.

Other avenues include overhead electronics boxes, pedestal mounts and electronics pods. Some of these mounting systems require using a slightly smaller display than your primary MFD. For more ways to make room for additional electronics, visit saltwatersportsman.com/more-room-for-fishing-electronics.

If your boat does offer abundant helm space, the question boils down to this: Should I opt for the largest MFD that fits (say, a 16-inch model) or choose two smaller ones (7- or 8-inch models, for instance) to fill the space? The answer depends largely on how many functions you plan to view at once, how many panes the split-screen allows, and your visual acuity.

Keep in mind, nevertheless, that the more you slice and dice the screens ­into smaller panes, the more the ability to recognize details such as a subtle sonar mark, weak radar target, or aid to navigation diminishes, especially on a ­heaving helm deck.

Now that MFDs serve as the main ­control hub for so many onboard systems, an MFD failure could result in a minor catastrophe. With just one display on the boat, you’d lose control of just about everything. It’s far worse than going without a fish finder or plotter. On some boats, without an MFD, turning on the livewell pump, your nav lights or, heaven forbid, your stereo can become a major hassle.

Sure, there are workarounds in case of an MFD failure, but they usually take time. The alternative might involve climbing inside the console to plug in some jumpers to activate circuits for key accessories. Not a fun job, ­especially in rough seas and hot, humid ­weather. This is when having two MFDs becomes a godsend. It’s far easier to switch to the other functional display, which is cross-networked with all systems so you can maintain control.

Ultimately, with multiple MFDs, there’s peace of mind in knowing that you can still monitor the boat’s onboard systems, even if one display goes kaput.

The cost of new MFDs is a consideration, because these high-technology products represent substantial investments. But while you’d think that two smaller displays would be more expensive than one large one, that’s not the case.

To dispel any thoughts that this is a brand anomaly, we also compared the 16-inch Garmin GPSMap 7616xsv, retailing for about $5,600, to a pair of 8-inch GPSMap 7408xsv units, which sell for about $1,400, or $2,800 for both.

At issue here is the ­manufacturing cost of LCD high-definition, color-screen technology, which ­increases ­exponentially with the size. To give you an idea, 24-inch MFDs ­— about the largest available today — ­retail for $11,000 or more.

Most new saltwater fishing boats are now equipped with at least two MFDs, and some larger center-consoles and ­express boats come with three. That gives me a strong indication of what ­direction I would take on my next new-boat purchase. I would go with two of the largest displays that space allows. This might not help me catch more fish, but the display ­redundancy offers some assurance of ­maintaining access and control of the fish finder, navigation and other systems, and I’ll probably save money by going with a pair of smaller displays instead of a single larger one.

Garmin’s new Panoptix LiveScope LVS12 transducer offers both 30-degree forward and down real-time scanning-sonar views with Garmin GPSMap 8400/8600xsv MFDs without the need for a black-box module. Panoptix LiveScope lets anglers see images so clear that it’s possible to distinguish between species of fish. The LVS12 includes a transom-mount kit as well as a trolling-motor mounting kit. $499.99; garmin.com

Raymarine has debuted the Element series of sonar/GPS displays featuring RealVision 3D and new Hyper­Vision with ultra-high 1.2 MHz chirp ­sonar frequency. Element’s LightHouse Sport operating system lets anglers quickly mark fishing spots and create high-definition bathymetric maps using the new Raymarine RealBathy sonar map generator. The series includes 7-, 9- and 12-inch models. $799.99 to $2,249.99; raymarine.com

The screens on dedicated car GPS devices originally came in two diagonal sizes: 3.5 inches and 4.3 inches. Thanks in part to competition from smartphones and the desire on the part of GPS makers to differentiate their products in an increasingly competitive market, larger screens are much more common now. Screens in the 5-inch size used to be rarities, but now all the big manufacturers have at least a few 5-inch models. Some manufacturers, such as Magellan, have ventured into behemoth screen territory with 7-inch screens.

While there are still 3.5-inch screen size GPS models on the market, you can find 4.3-inch models for barely a few dollars more across the performance and features spectrum. That precious bit of extra screen real estate makes a significant difference in visibility and ease of use of touch-screen controls. With all the available screen sizes, it is hard to recommend a 3.5-inch screen size GPS to anyone for any purpose.

Screens in the 4.3-inch and the 4.7-inch size are fine for the majority of users. The extra real estate provided by larger screens is nice, but not essential for most purposes. As manufacturers improve screen resolution, as Garmin and TomTom have done with their new glass capacitive touch-screen models, you get a much sharper, clearer image in the 4.3-inch and 4.7-inch screen size format.

Visibility improves as size increases, and touch screens are easier to use on larger screens. The 5-inch screen is the preferred size for car GPS devices for all except vehicles with small windshields, where the larger GPS might block the view of the road.

Large vehicles, such as RVs and trucks, usually have windshields that are farther away from the driver than in passenger cars. Also, trucks and RVs usually have larger windshields overall, permitting the use of larger GPS devices without blocking your view of the road. A big-screen 6-inch or 7-inch screen GPS is easier to see in large cabs. Some GPS makers offer large-screen, trucker and RV-specific models, such as the 7-inch screen Garmin Dezl. In addition to its large screen, the Dezl has a speaker capable of louder-than-typical volumes, and a number of big-rig specific routing features.

If you"re still not sure which GPS screen size is right for you, stop by an electronics retailer—you may want to call first to find out which units are on display—and compare screen sizes in the store.

Designed for glass bridge installations, Axiom XL displays offer superior performance, large format visibility and elegant simplicity. Engineered to perform in extreme conditions, the fully waterproof Axiom XL family of glass bridge MFDS can be installed in both open cockpits and enclosed bridge stations. Each model uses in-plane switching technology (IPS) and Raymarine optical bonding to deliver wider viewing angles, sharp contrast, and unmatched readability in bright sun.

Available in 16, 19, 22 and 24-inch display sizes, Axiom XL’s edge-to-edge glass construction gives vessel designers the ability to create integrated and elegant navigation helm appearance.

ar stereos with screens the size of tablets have arrived at Crutchfield, and that’s good news for more car owners than ever. If you’ve been craving a big screen stereo for easy source selection while driving, car audio legends like Alpine, Pioneer, Sony, Kenwood, and more offer some seriously sleek solutions.

There’s a lot to be excited about when it comes to car stereos with oversized touchscreen displays. Striking resolution and responsive control make these stereos a joy to use. Plus, built-in essentials for smartphone integration and voice control like Apple CarPlay® and Android Auto™ look great on a big screen. But the most satisfying development here is that most of these car stereos fit dash openings that previously couldn’t accommodate touchscreen receivers. Use our vehicle fit tool to explore your options.

Because the touchscreen display of these special stereos "floats" in front of your dash, it’s important to evaluate the layout of your air vents and any other controls around where your radio lives. No dash layout is the same. So, car stereos with oversized screens, like the Sony shown below, prioritize adjustability.

Jensen"s CAR110X digital media receiver offers nice compatibility with your smartphone for the most affordable price tag in this category. You"ll get Apple CarPlay and Android Auto compatibility, USB inputs for phone charging, and 4-volt preamp outputs to incorporate an aftermarket amp and build a solid system — all with a 10.1" touchscreen display.

In the case of their DMH-WT8600NEX, the 10.1" capacitive HD touchscreen display looks gorgeous. And as you"d expect, Pioneer builds in excellent audio controls and loads of features, including Amazon Alexa compatibility and inputs for two cameras. I previewed Pioneer"s other stereos in this series and was impressed by the sturdiness and striking beauty of their displays as well.

If you"re not quite ready for the 10.1" display, Pioneer offers stereos car stereos with 8" and 9" floating displays as well as models that are ideal for custom installations.

Alpine has always taken great strides to bring awesome features to popular vehicles, and their Halo9 Series forged a path for all receivers to follow, offering the first oversized display of its kind and customizing it for vehicle-specific use.

And if that"s not big enough, Alpine equipped their newest Halo receiver — the stunning ILX-F411 — with an 11" screen! The ILX-F411 lets you customize your display, but you"ll lose HD Radio® compatibility, the ability to add Alpine"s Truck Accessory Controller, and certain interface controls only available on the ILX-F309.

Kenwood"s Excelon Reference MXD1057XR digital multimedia receiver is the real deal. Upgrade to a 10.1" floating display with built-in HD Radio, Apple CarPlay, Android Auto, support of high-res audio, and the confidence that comes with a 2-year warranty. Kenwood gives you the tools to customize your homescreen with essential sources and tools. Plus, you get a good ol" fashioned volume knob!

Best-in-class directions, driver alerts, points of interest, and free map updates—combined with the best screen we’ve seen on any GPS unit—set the DriveSmart 55 apart from the pack.

The DriveSmart 55’s super-crisp 1200×720-pixel capacitive display is much sharper and easier to read than the 480×272 screen common on most similarly sized models. And its multi-touch control is much easier for zooming in or out on a map than the typical GPS screen’s controls. While the 5.5-inch screen is larger than on typical models—which have 5-inch screens—the overall unit is slightly smaller thanks to the 55’s sleek bezel-less design. Like the best GPS models, the 55 can also connect to a smartphone via Bluetooth, which lets you send destinations to the device, get incoming messages on-screen, and receive extra trip and traffic info. The DriveSmart’s extensive points-of-interest database helps guide you to an area’s best sites and businesses, with integrated TripAdvisor ratings, Foursquare listings, History Network sites, and US National Park directories, which other brands’ models don’t offer. The 55 also provides helpful traffic info in many metro areas, responds to voice commands as well as the best GPS units, and like other top models includes free lifetime map updates—a contrast to the pricey updates you buy for many cars’ built-in nav systems.

You get more free maps for more countries than with Garmin models, but the TomTom Go 520’s display isn’t as sharp and the device isn’t as easy to use as the DriveSmart 55.

While the Go 520 provides many of the same features as the Garmin DriveSmart 55, we prefer the 55 for US use because it gives more specific directions and clearer lane guidance, it has a sharper display, its menu system is easier to use, its voice controls are more extensive, and it offers more driver alerts.

Like the DriveSmart 55, this budget model gives you a best-in-class user interface and points-of-interest database, and top-notch directions, but it lacks its high-resolution display, Bluetooth connectivity, voice commands, and Wi-Fi updating.

If you want a less expensive GPS navigator, without some of the handy features of the DriveSmart 55, we recommend the Garmin Drive 52. Although it’s the least expensive model in Garmin’s current line, it gives you the same great directions, user interface, points-of-interest database, and driver alerts as the DriveSmart 55, and includes free lifetime map updates. The Drive 52 is missing the 55’s handy Bluetooth connectivity, voice command system, and Wi-Fi updating. In addition, its 480×272 resistive touchscreen isn’t as sharp and doesn’t allow multi-touch input.

Designed for glass bridge installations, Axiom XL displays offer superior performance, large format visibility and elegant simplicity. Engineered to perform in extreme conditions, the fully waterproof Axiom XL family of glass bridge MFDS can be installed in both open cockpits and enclosed bridge stations. Each model uses in-plane switching technology (IPS) and Raymarine optical bonding to deliver wider viewing angles, sharp contrast, and unmatched readability in bright sun.

Available in 16, 19, 22 and 24-inch display sizes, Axiom XL’s edge-to-edge glass construction gives vessel designers the ability to create integrated and elegant navigation helm appearance.

It could be a low bridge, weight restriction, or a road that just doesn’t allow big trucks. A typical GPS for cars or a smartphone is okay, but more often than not, you could find yourself confused in unfamiliar state roads.

2. Special Features.Besides the standard features that you would expect in any truck GPS, we carefully looked at the units that have included extra features to stand out from the crowd. Most of the GPS we’ve reviewed can be integrated with the latest modern technology.

The Garmin dezl 580 LMT-S ticks all the boxes you would expect in a premium trucker GPS; it features Bluetooth, Wi-Fi receptor, voice control, and an external memory card slot that can accommodate up to 32 GB storage.

What’s more, it comes with a 5-inch touchscreen display with auto-brightness that makes it easy to see the map even when it’s exposed to direct sunlight.

Yes, it also comes with suction support to mount it. But that’s not all; this trucker GPS features a memory card slot that supports up to 32 GB, a headset plug-in socket, and a USB interface to connect your smartphone or flash disk.

Quite impressive. It’s pre-loaded with the latest maps of North America (Canada, United States, and Mexico). That means you can use the GPS maps without an internet connection, unlike your smartphone.

The GPS voice assistant can tell you when you’re approaching a red light, speed limit zone, high-speed camera, gas station, truck service, stores, motel, and any points of interest.

Apparently, it can plan a trip for you down to the smallest detail. All you need to do is put in the address or coordinates (latitude and longitude) of your next location on the GPS and it will calculate two routes; fastest route and alternate route.

Once the GPS calculates the routes, it will give you an estimate of how much money you will spend on fuel depending on the miles per gallon of your truck.

This TomTom Trucker 620 GPS Navigation device is compatible with Siri and Google Now; you can make hands-free phone calls via your smartphone and initiate voice commands.

At the back of the GPS unit, there is a magnetic mount that you can suction to the windshield for easier visibility. Just make sure to install it at a position where it won’t cause distracted driving.

The cool thing is that the GPS is pre-loaded with the latest maps for the USA and Canada; you don’t need an internet connection to navigate. However, you will need to update the maps through a Wi-Fi connection.

That means you could get a ticket if you’re caught using a smartphone regardless of whether you were checking the navigation app, email, or text message. On the other hand, a GPS for your truck won’t get you in trouble with the law.

4. Access Truck Services. It’s not just about navigation, but a truck GPS will inform you where you can find the nearest truck stops, rest stops, repair services, weigh stations, restaurants, and tow services that cater to truck drivers.

5. Get Traffic and Weather Alerts.Before you go out on a trip and find out that the road is closed due to bad weather or ongoing construction, a truck GPS will inform you in advance to avoid disappointment.

In some cases, an in-dash GPS is usually integrated with the infotainment system. That means, the screen that you use to turn on the radio or change the playlist, is the same display that you will use to access the GPS navigation.

The biggest issue with the in-dash GPS system seems to be that the pre-loaded maps can become outdated after a few years. Also, in-dash GPS systems tend to be more expensive than handheld GPS units.

Of course, don’t forget the big elephant in the room; you can’t take an in-dash GPS outside of your truck. This could be a problem if you’re switching trucks and you would like to access your saved history, addresses or points of interest.

Handheld GPS seems to be a better option than an in-dash GPS because it’s cheaper and portable. Just make sure to use a mount when using a handheld GPS in your truck to prevent it from falling when you hit a bump or a rough terrain.

Since the navigation routes are usually shown on the screen, it would be better if you settle for a GPS table with at least 5 inches or larger. If the screen is too small, you could struggle to read the map.

Additionally, you will be driving a truck during the day and you should have a GPS tablet that can change its brightness for easier readability when the sun is out. The best GPS for truckers automatically reduces the brightness level when it’s dark, and increases it when it’s exposed to light.

Moreover, a detailed mapping system should include the street names, speed limits, and turn by turn directions; if you happen to miss a turn, the GPS should alert you.

But that’s not all. The GPS tablet should inform you if there are nearby restaurants, hotels, truck centers, gas stations, or any other point of interest along your route so it would be easier to plan your trip.

Any truck GPS worth its name should have an option to include the weight, height, length, and cargo of your truck to configure the appropriate settings. That way, the truck GPS will choose a designated route for your truck to avoid colliding with low bridges or encountering weight restrictions.

The best trucker GPS systems can handle multiple truck profiles so it shouldn’t be a problem if you switch to a bigger or smaller truck. Besides that, the GPS tablet should set the fastest and shortest designated route to your destination.

Nowadays, we have GPS units that can give you voice instructions through a speaker. For instance, if you’re approaching an intersection, the voice assistant will tell you how to proceed.

For what it’s worth, you can activate a command using your voice by asking a query such as “Where am I?” and the GPS will respond by pinpointing your coordinates.

A GPS unit with Wi-Fi and Bluetooth can be paired with your smartphone to make a hands-free phone call conversation; although you may need a GPS with a built-in microphone and speaker.

Talking about connectivity, if your trucker GPS tablet can connect to the internet, then it shouldn’t be a problem for you to access live traffic and real-time weather reports.

In this case, a traffic update could be more than just a traffic congestion alert; the GPS could inform you of accident hotspots, narrow roads, steep inclines, and sharp curves. Heck, some GPS units can even tell you where to find the cheapest gas.

Even though a truck GPS cannot be used to comply with the electronic logging device (ELD) rule mandated by the Federal Motor Carrier Safety Administration (FMCSA), a GPS unit can record driving status, hours of service, fuel data, mileage, meal breaks and hours of sleep.

Needless to say, the fleet management feature is very useful if you want to monitor truck driver performance and reliability. In fact, if a truck is stolen, you can use the GPS to track it down.

A.Yes. The biggest difference between a GPS for truckers and any regular car GPS is that a trucker GPS will recommend a designated route based on the weight, height, and length of your truck. That means, it will tell you the roads or lanes you’re not allowed to drive and the roads you’re not restricted.

A.It depends. You can find truck GPS with basic features for less than $150. However, if you want premium quality such as voice activation, real-time data, mounting system, and lifetime map updates, be ready to spend between $200 to $400.

The GPS is an electronic device which can contribute to distracted driving. Professional drivers must be aware of this drawback. Use your GPS wisely.

Where to begin? You might narrow the decision to all-in cost and install complexity, which could mean buying a basic system to start and adding more displays later. Maybe you plan to fly VFR for now but want to earn the instrument rating later on. That could mean adding more capability, which means more data on a single screen. Thanks to digital data buses and software, most brands and models have decent growth potential, third-party integration and the ability to add more screens later on.

We define “big-screen” EFIS as 7- to 12-inch screens, which by default serve double duty as multifunction displays (as opposed to primary flight displays) since they can accommodate lots of data. How much data? How many screens? That’s where it can get tricky and more expensive.

You’ll find that plenty comes standard even on entry-level displays, but you should make a list of the specific data you expect to display, like approach charts and weather graphics. And what about Bluetooth connectivity and instrument backup? In almost every big-screen EFIS interface, in addition to flight data, your eyes will be looking at engine, fuel and electrical data and, in some cases, electronic circuit breakers. See the May 2022 issue of KITPLANES® for more on electronic bus integration.

Advanced has been operating under the Dynon umbrella for a while, although it was originally founded in 1999 by Rob Hickman, an electrical engineer with a software background who created an engine monitoring system for the Van’s RV-4 he was building. These days the company concentrates on its AdvancedPanel build program. Think turnkey: Advanced takes care of the entire panel (and in some cases the circuit breaker and bus interface) build process that can shave hundreds of hours from a project. When complete, you’ll receive a ready-to-install panel with preconfigured, pre-wired avionics already installed in a powder-coated and silk-screened custom panel. Choose your displays.

We like that this hybrid control set caters to a wide variety of users who will use a combination of touch and hard controls for data input. Initially, the Advanced line seems confusing, but just remember that all of the Advanced displays are essentially the same but differ by chassis and screen size. And since Advanced Flight Systems is part of Dynon, internally, the systems share the same memory, processors and electronics as the Dynon SkyView HDX system. They also use the same supporting accessories as Dynon, including Dynon’s autopilot servos, ADS-B Out transponder, com radios and so forth. Since EFIS tech is a moving target, we like that Advanced hasn’t left early customers in the dust, and it offers an easy upgrade to its latest gear without a complicated install.

For instance, if you have an early-gen Advanced display, the $4495 model AF-5400 is designed as a drop-in replacement for the company’s AF-3500/4500 series displays. The 8.4-inch display resolution is 1024×768 pixels—the same as all of the other screens in the Advanced line. They’re crisp, bright and do well in sun-splashed cabins. The AF-5400 hardware’s overall footprint is 8.1×6.8×3.7 inches, so there’s no need to cut the panel if going from the older Advanced 3500/4500 series. That obviously saves a lot of hassle.

For that basic single-screen, VFR mission, you might follow the lead of the company’s well-equipped VFR AdvancedPanel, which includes a 5500 PFD, AHRS, one com radio, an ADS-B Out compliant Mode S transponder, a WAAS GPS navigator, two-place stereo intercom, AoA, autopilot servos, WiFi module for tablet interface, switches and audio jacks and the engine monitor module. The center of the interface is the Advanced Control Module for plug-and-play upgrade compatibility. That’s pretty much the meat and potatoes of the entire suite.

For a combination of VFR and IFR capability, Advanced said the most common seller is the $4490 AF-5600. This is a 10.4-inch diagonal touchscreen display (1024×768 pixels) with a chassis that measures 9.125×7.125×3.75 inches. Of course, you can connect multiple displays together (now or later) to expand the suite. While the 5600 is a touchscreen display, it has 21 bezel buttons, three control knobs and a joystick.

The $5200 AF-5800 is the largest Advanced display, at 12.1 inches diagonal, and it uses the same control set as the AF-5600. This is for select applications, and that bezel size simply won’t fit the majority of panels. It’s huge, although it has the same 1024×768 pixel count as the 10.4-inch screen.

To confuse matters, the $4800 AF-5700 model is also a 12.1-inch display, but to get the absolute most screen real estate, Advanced eliminated the buttons and knobs on the right side of the bezel. Moreover, this display was designed for the center of the Van’s RV-10 panel. It’s essentially the largest LCD touchscreen that fits the Aerosport carbon fiber panel. Think of it as a big MFD map, while the second (or third) screen is a PFD.

It’s got decent ergos, too. We like that the joystick on the PFD can control the big map in the center of the panel, eliminating the need to reach for the center display. You’ll find the AF-5700 in the center of the company’s RV-10 demonstrator.

In multiscreen suites, any of the Advanced screens (which have multifunction feature sets) can be configured as an EFIS, engine monitor or both, using the company’s CAN bus interface. When connecting an EFIS screen with an engine display screen using the Advanced Avionics Bus, the user has a variety of options, including the ability to display the primary flight data, engine monitor or both on either screen. There’s also an optional angle-of-attack module that can be added to any screen.

As for data, the split-screen capable Advanced displays are loaded with nearly everything you’d expect from a modern EFIS. There’s an integrated weight and balance utility complete with an intuitive airframe loading graphic, plus built-in configurable aircraft maintenance logs to keep track of an endless list of items for inspection and replacement. For nav data, there are geo-referenced approach plates, VFR sectional charts, IFR low airway charts, plus highly detailed airport and airspace information.

Making the transition from traditional flight instruments to EFIS? The AF-series display can be user-configured for an electronic depiction of a standard six-pack instrument display (including an analog HSI). GPS and raw nav data are fed in through a variety of third-party GPS navigators (Garmin and Avidyne), and the EFIS is fully compatible with WAAS GPS for vertical guidance, of course.

These displays are TFT active-matrix LCD screens with LED backlighting and are controlled with a combination of two rotary/multi-direction joysticks and eight bezel buttons. In a dual-display setup, one is a PFD, and the other is an MFD, but both have full reversionary. There’s also a backup battery (one for each display) for roughly one hour of standby power.

SkyView can display many combinations of PFD, engine and moving map data in full-screen and split-screen configurations, as well as distribute this data across multiple displays. For example, you can customize the screen to display flight instruments, terrain and engine data or toggle some of it off altogether. Do you prefer a full-screen engine presentation or half engine data and half map or half flight instruments and half engine? You get the point; the choices for layout are liberal.

Synthetic vision is practically required for a glass panel, and SkyView presents it well on those big, crisp displays. We won’t cover the specifics of synthetic vision here to save space, but even the classic non-touch SkyView does a decent job of playing the familiar flight path marker (depicting the actual trajectory that the aircraft is flying through space), synthetic runway and surrounding environments—painted an eye-catching yellow or red as they become a threat.

The SkyView comes standard with a basic topographical map display that shows advisory terrain color-coding and basic active waypoint information when driven by an external GPS. But the addition of Dynon’s GPS module and one-time navigation mapping software adds an advanced embedded GPS navigator function and an extensive aviation database for interactive onscreen navigation. Of course, for full IFR GPS nav and approaches, you can connect a variety of GPS navigators from Garmin and Avidyne.

As for connections, each SkyView display contains a 37-pin D-sub connector for the main wiring harness, a 9-pin D-sub connector for the SkyView network and an Ethernet connector that’s used to sync the data between two displays. A main wiring harness is required for each display, and they’re sold separately.

The SkyView HDX is the Dynon model you’ll want to look at for the majority of IFR applications, and the HDX picks up where the classic system left off. For a basic VFR installation, you’ll be eyeballing the $3304 single 7-inch (800×1280 pixels) high-definition touchscreen display, and as an option to go bigger (or for panels that fly a combination of VFR and IFR), the $4604 10-inch (800×1280 pixel) high-definition touchscreen. Or, mix the two—a 10-inch HDX for the PFD and a 7-inch as a second screen. These both come with display harnesses but require external flight data sensors.

For planning, the larger display is 10.31×7. 1×3.1 inches, and the smaller one is 7.64×5.59×3.13 inches). We like that the upgraded HDX uses the same components and modules as the Classic SkyView, and they can drop into an existing installation without having to cut. The HDX has eight soft keys and two control knobs, plus there’s an option for external panel-mounted controllers.

The HDX’s touch functionality simply adds another layer to the user interface, and overall, we think it’s logical. For instance, if you want to change the altitude or airspeed bug on the PFD’s altitude and airspeed tape, touch the corresponding tape and use the left joystick knob to alter the bug setting. The same goes for changing the baro setting and almost any other common function that you work with on a regular basis, including remote nav and GPS source annunciators that display on a dedicated box next to the EHSI.

The HDX’s PFD has synthetic vision, a map display with a variety of customizable layouts and an EMS or engine monitoring system. Just like with the Advanced displays, the data to drive the Dynon display comes from external modules, including the AHRS, pitot tubes and autopilot servos. There’s also an external com radio, an ADS-B 1090ES transponder and an ADS-B weather and traffic receiver.

As for architecture, these use the redundant SkyView Network to communicate with the displays over RS-232 serial ports with configurable baud rates and all serial ports are wired into the SkyView Display Harness. Each display has a USB port on the rear chassis for file transfer and software updates, and there’s an external USB port mounted on the instrument panel. There’s also an optional WiFi adapter.

If you’re struggling with the Classic versus HDX in even a basic VFR application, consider that the HDX screens have a wider viewing angle, are higher-resolution (high-definition) and have antireflective properties that, in our view, make them superior to the original. There’s also a new engine monitoring presentation that’s contained in a band along the bottom of the screens.

Dynon worked hard to make the HDX touchscreen displays turbulence friendly, with wide sculpted bezel rails for anchoring the hand in the bumps. There are also redesigned knobs (they can be pushed and rotated for a variety of functions) that we think have a much better feel than the ones on the Classic. The controls are also backlit.

For display presentation, primary data, which is PFD, engine and moving map data are selectable for display on the entire screen, while optional content (map, engine and also PFD data on a second screen, for example) can be displayed in a 50% split window. The HDX screen data is nicely configurable to your liking.

As for supporting components, the SkyView systems use a primary and secondary (for backup and crosscheck) ADAHRS for deriving the flight data. And yes, the PFD can be configured in the modern tape display or digital six-pack flight instruments. In multiple display configurations, data and inputs are automatically synchronized across the displays. The HDX has internal data logging of flight data. The system has an internal magnetometer for heading resolution, but there’s also an optional external magnetometer for installing remotely if the internal mag has interference issues.

The EMS (engine monitoring system) is required for engine data display. It’s a $600 option and is available with sensor/harness packages for Lycoming, Continental, Jabiru and Rotax engines. Got a Rotax? The model EMS-221 is designed to receive engine data directly from a Rotax 912 iS/915 iS engine computer via a dual-channel CAN bus interface.

There’s also synthetic vision software, autopilot servos (the systems have built-in autopilot functionality) with mounting kits for various airframes, versions and multiple torque settings (36, 42, 52 and 72 inch-pounds). For cable-driven control surfaces, servos are available with capstan drives. All Dynon autopilot interfaces (also when connected to the Advanced displays) have full approach coupling (including VNAV), indicated airspeed hold, flight director guidance, a LEVEL button for return to straight-and-level flight and something we like the most—an emergency 180° turnback mode for exiting inadvertent IMC.

The HDX has a built-in GPS moving map and dual external GPS receivers for positional data and for map navigation, but for IFR GPS functions, you’ll need an external GPS navigator. Garmin and Avidyne models are the most popular for approach capability. The map has aviation and obstacle data, as well as VFR and IFR en route charts and approach plates.

For more VFR options, Dynon sells the SkyView SE. The 7-inch display is $1609 (bundled with a harness), and the 10-inch display is $2609 with a harness. It’s stripped down and has no mapping capability, no synthetic vision and no interface with an IFR GPS. That’s because the Arinc 429 adapter used to connect a SkyView system to the navigator won’t work with the SE. The SkyView SE does support an engine data display and can interface with Dynon’s remote com transceiver and Mode S ADS-B Out transponder. The SE doesn’t have a touch interface and essentially no submenus in its feature set.

Worth mentioning is that as we go to press in mid-March 2022, some Dynon components (including the 7-inch SkyView SE displays) were not available due to global parts shortages.

For basic VFR missions, you might choose the $3085 7-inch landscape (or portrait) single-screen configuration. There is a lot of data packed into these little screens, which starts with a split PFD and MFD presentation, but multiple display suites are configured for dedicated PFD, MFD or a combination of split screens on all. If you’re upgrading from the first-gen G3X, the current Touch version will be worlds ahead. And while the G3X Touch is plug-and-play with the second-generation G3X components, you’ll need to do some panel cutting to make the new displays fit.

A flagship G3X Touch might have as many as four displays in various configurations. Maybe two 10.6-inch displays for PFD and MFD (or pilot and copilot PFD, plus a dedicated MFD) and a smaller 7-inch screen for displaying engine and airframe data. Transponders, autopilot (GFC500) and SiriusXM receivers are all optional compatible accessories for piping into a G3X Touch display, as are external GPS navigators, including the GTN, GNS and Garmin’s latest budget-based (non-VHF nav) navigators. You can interface Garmin’s $1199 GTR 200 (or $995 remote GTR 20) VHF com radios, plus the $1445 GMA 245 or GMA 245R (remote) Bluetooth audio panels. The functions are accessed on the G3X Touch screens as dedicated functions.

We think most users will find that the G3X Touch is intuitive. As we’ve noted in the past, we still like that common functions can be accomplished with the screen’s traditional bezel knobs. The knobs (one on each side of the bezel) can be used for frequency tuning, scrolling and a variety of other functions. As simple as it is to enter radio frequencies on a touchscreen, we still prefer cranking the knobs for the task. Each Garmin display has a clean, uncluttered bezel. The data card slot on the lower portion of the bezel accepts standard SD cards. The SD card can be used for a variety of functions, including software updates, storing checklist files, flight data logging, exporting track logs and user waypoints and importing/exporting flight plans.

Following the lead of other Garmin navigators, the G3X Touch system has a page navigation bar displayed on the lower portion of the display. You can touch the desired page on the page navigation bar or turn the large knob associated with the MFD to cycle through the pages. Main pages that are accessed on the MFD include the map, electronic charts, waypoint information, active flight plan, optional SiriusXM weather, terrain, traffic and optional engine data.

The system has a full EHSI (electronic HSI) with the ability to display two bearing pointers for traditional nav and GPS sources, plus bearing to the nearest airport. When a bearing pointer is displayed, its associated information is displayed in a bearing data window at the lower side of the HSI. This takes the guesswork out of figuring out which nav source is associated with a given bearing pointer.

Garmin’s integrated autopilot for the G3X Touch brings many of the advanced features found in the certified GFC 700 (and now the retrofit GFC 500) and utilizes the compact GSA 28 digital servos that Garmin calls a “smart servo.” The GSA 28 servo is considered smart because it contains the software drive logic and doesn’t rely on a remote computer for roll and pitch commands. It’s available in single- or dual-axis, and the autopilot is commanded through and annunciated on the G3X Touch display. Garmin’s GMC305 autopilot control head also has a level mode in addition to duplicate mode select buttons.

The $2500 Sport EX Advanced package might be appropriate for VFR and IFR equipage. It has a moving map, synthetic vision, four analog data ports and three additional serial data ports. For $3100, there’s the Advanced Touch package which has a touchscreen, moving map, synthetic vision and IFR autopilot control. Compatible autopilots include GRT’s own servos, plus the Trio and TruTrak autopilots (requiring each brand’s external control head). You can connect a variety of third-party GPS navigators, including Garmin GNS/GTN and Avidyne models, plus a generous selection of ADS-B transponders, VHF com radios and weather receivers.

For advanced IFR capabilities, the flagship is the 10.1-inch Horizon model. With a base price of $4250, it has a high-resolution (1280×800 pixel) display with an internal AHRS/air data computer and measures 7×10.3×3 inches. GRT has a touchscreen version, but it charges an additional $250 for it. While that’s not big money, we think it should be standard in a flagship product. The digital magnetometer is $280.

What is standard in the Horizon 10.1 is a moving map, ADS-B display, synthetic vision, split-screen view, 12 serial ports, five analog input ports, aeronautical charting and approach plates, but internal IFR approach procedures are an additional $750. Third-party autopilot integration is standard. GRT’s digital autopilot servos are $775 each (roll and pitch), and the company offers high-torque models for an extra $100 each. Mounting kits are extra and are priced for particular applications.

GRT says it has more than 17 years of experience producing its own AHRS and uses MEMS technologies in its latest so-called Adaptive AHRS, which has the ability to operate unaided—or without air data input (the screens still require pitot-static input). Built into every Adaptive AHRS is a miniature magnetometer (for yaw stabilization only, not for heading resolution—that’s extra) and uses GPS ground track. Moreover, attitude data is unaffected by the loss of the external magnetometer—the way it should be, in our view. Instead, the AHRS automatically reverts to gyro-stabilized GPS ground track or its internal magnetometer.

Overall, we’re impressed with the GRT display feature set, display quality, engine monitoring accessories and its track record for reliability. We just wish the company would streamline the model lineup and add more functions as standard.

The MX1 has AoA as standard, with pitot-static inputs on the rear of the chassis, plus an internal WAAS VFR GPS. There is one 25-pin D-sub connector to feed the unit’s four internal RS-232 serial ports (ARINC 429 interfaces require MGL’s adapter), and there’s a coax connector input for the supplied GPS antenna. The MX1 has audio outputs for engine and altitude data, plus an OAT sensor. The MX1 works in aircraft with speeds up to Mach 1 and altitudes to 40,000 feet.

The MX1 has an internal autopilot interface when using MGL’s servos, and it supports TruTrak and Trig systems. The MX1 can cross-fill via RS-232 with up to eight displays wired in parallel over a single CAN bus, with one display serving as a “master” screen. If it should fail, the next one in the chain is a failsafe to function as the master. There is no synthetic vision terrain presentation.

MGL has retained the touchscreen iEFIS products available in a variety of configurations, and you build your own system with the web-based iEFIS builder utility. For basic VFR equipage, the iEFIS Lite includes the 7-inch Discovery, 8.5-inch Explorer and 10.4-inch Challenger. These have built-in VFR WAAS GPS receivers, integral air data computers and attitude sensors. The company suggests iEFIS Lite models for single screen (or basic two-screen suites).

The iEFIS Lite is available in the 7-inch Discovery, the 8.5-inch Explorer and 10.4-inch Challenger. These touch displays have built-in air data computers, built-in attitude sensors, built-in WAAS GPS (not approach capable) and control over external com, nav and transponders. The MGL iEFIS Extender is required to add AoA, four additional RS-232 ports and multiple analog inputs. All displays require MGL’s external magnetometer.

All iEFIS displays come standard with synthetic vision and terrain data, a worldwide vector base map, airports, navaids and obstacle database. iEFIS systems are compatible with Garmin GNS/GTN and Avidyne navigators when equipped with the iBox adapter.

The FastTrack Essentials packages are available in both VFR and IFR configurations and include a modular mounting tray for the HDX800 and HDX1100 EFIS displays. These trays are one-piece systems to house the remote accessories that support a given HDX suite. There’s also a com/transponder module mounting kit for housing components behind the center avionics stack.

Think prefab—where preassembled kits with most of the core modules are already installed on a universal mounting tray. The interface also includes the components networked together with a wiring hub and prefab network harnesses. According to Dynon, as one example, all a builder needs to do is unpackage the equipment, fasten the preassembled hardware to the panel using four rivets and then attach the SkyView display into the provided nut plates with four screws.

The $1995 VFR package comes with the EMS-220 engine monitoring module, ADSB-472 ADS-B In receiver and harness kit, SkyView network hub and harness kit, and the $2565 IFR package adds the SV-ARINC-429 module for connecting IFR GPS navigators to the suite.

On the DG front, uAvionix has recently started enabling an internal magnetometer. In fact, it’s always been in there, but early units were not electrically connected. All units shipped since December of 2021 have had the magnetometer connected and need only a software update to make them active. Before going too far into this, it’s important to understand this device’s function. The AV-30 cannot be programmed to always know which way is north, so it can’t act like a synchronized system that always shows magnetic aircraft heading. Devices like the Garmin G5 and GI 275 use external magnetometers and other smoothing techniques in software to display a steady aircraft heading always referenced to magnetic north.

Instead, the AV-30 uses the internal magnetometer in addition to its resident MEMS sensors to help determine heading change. You first have to align the instrument to your conventional compass. The intention is that the combination of the two technologies—where the magnetometer offers a stab at actual heading change and the attitude sensors try to calculate how far and how long the changes have been happening—will result in steady heading indications for the pilot. In practice, the updated AV-30 does a better job with its mag-reference features invoked than it did without them, but there’s still some drift, and the pilot still has to periodically check the unit’s displayed heading against the compass. And as much as it’s an improvement, once you’ve flown with a synchronized system, it’s awfully hard to be unspoiled, so to speak. The company hints that a “true” magnetometer is in the works, but for many aircraft, it’ll need to be remotely mounted to get it away from ferrous interference. (My GlaStar’s steel-tube cage is notorious for pranking in-the-instrument magnetometers.)

The other change in software invokes an RS-232 serial output that can control certain TruTrak autopilots. The AV-30 sends basic steering commands in pitch and roll, allowing the pilot to have the AP hold heading as well as a selected vertical speed en route to a preselected altitude. By connecting the AV-30 to a compatible TruTrak/BendixKing autopilot, it “spoofs” the Dynon SkyView system (in fact, the TT displays “SKYVIEW” in this mode) with steering commands.

How you control the autopilot depends on which of the three primary screens you’re viewing on the AV-30. All features are available on the AI (attitude) and DG/HSI screens but not on the traffic screen. For example, in the AI screen with the heading referenced to the internal DG, the autopilot steering commands come after a few button-presses of the rotary encoder (knob, to you). First is SET BARO, then DG ADJ, then the HDG BUG; turn to the heading you want and press to acknowledge. To change altitude, press the knob again to scroll through the previous settings until you get to SET ALT. Unlike the Garmin G5, the AV-30 does not sync near your current altitude but holds the last altitude you set. Once you’ve changed that value and pushed the button, the SET VS window appears. If you’ve changed the SET ALT value, the SET VS value syncs to whatever the airplane is doing at the time. You can change it from there.

Generally, the AP controls work well. The TruTrak autopilot holds the vertical speed well at the AV-30’s commands and levels off smoothly at the set altitude— from above or below. Heading is less successful since the DG is not as steady as a fully synchronized system, so the airplane tends to wander a bit. The early version I flew did not have the ability to drive the heading selection from the GPS ground track, which would be inherently more stable. And, because this is a simpler data stream than the ARINC 429 connection that allows GPS Steering, the autopilot tends to overshoot the desired heading then slowly arc its way back to the bug. Finally, the AV-30 does not yet have the ability to pass through GPS navigation commands, so it’s strictly a heading/altitude-hold setup. At the moment.

As I’ve noted before, uAvionix is trying to do a lot with a compact, lightweight instrument that has only one 15-pin connector on the back. By adding the AV-Link dongle, the AV-30 gets WiFi connectivity (for traffic and software updates currently; more in the future, I’m told), but it still only connects to one GPS source at a time. When you link the AV-30 to the autopilot, you lose the ability to control a tailBeaconX Mode S transponder. The only way to have both is to install two AV-30s in your panel, which plenty of people have done. But, for now, two AV-30s don’t talk to each other the way, say, a pair of Garmin G5s or GI 275s can. So you’d have to designate one AV-30 to manage the tailBeaconX and the other to drive the autopilot. And things like heading select or barometer changes won’t be conveyed from one instrument to the other.

I’m told that uAvionix has methods in mind to expand the number of the AV-30’s digital connections to the rest of the airplane, and that’ll be a useful update. What’s more, there’s still some interface refinement to be done, but the company has shown itself to be a fast developer. The underpinnings are there: The AV-30 has proven to be a reliable, stable instrument—despite my running some non-final software from time to time—with a bright, crisp display. It costs a reasonable $1595; with the AV-Link dongle a $299 add-on and the tailBeaconX Mode S transponder ringing in at $2499 that gets you a diversity-enabled device with ADS-B Out capabilities.

Whether deep in the backcountry or on open water, proper navigation is a must. And for route finding, recording tracks, or finding a geocache, there’s no more durable and long-lasting navigator than a handheld GPS. While it will never fully replace a map and compass, outdoor GPS devices allow you to plan, follow, and share recent adventures. As you’ll see from our top picks, the market is dominated by one brand: GPS giant Garmin. Currently, there is no one that comes close to the mapping software and feature sets across their lineup. Prices can vary widely, and important considerations include whether you prefer a touchscreen or buttons, which we dive into in our comparison table and buying advice. Below, you’ll find our favorite handheld GPS devices of 2023.

The Garmin GPSMAP 64sx held our top spot for an extended stretch, but we replaced it with the GPSMAP 66i last year. With the 66i, you get Garmin’s premium navigation tools in a rugged design, alongside the added benefit of satellite messaging and SOS via inReach (Garmin acquired the company in 2016). For explorers headed into areas without cell service, the ability to send and receive messages, share a track, access weather forecasts, and initiate rescues is a game-changer, and well worth the extra $250 (note: a subscription plan is required to use the messaging and SOS features). To top it off, the 66i’s hardware is best-in-class within the GPSMAP lineup, including a high-resolution 3-inch screen, impressive battery life (200 hours in power save mode), 16 GB of memory, and Wi-Fi connectivity.

Like most of Garmin’s GPSMAP offerings, the 66i features an external antenna, ABC sensors, and multi-GNSS support (GPS and Galileo), and is compatible with both TopoActive mapping and Birdseye satellite imagery. These navigational tools will get the job done for most users, but keep in mind that devices like the GPSMAP 66sr and GPSMAP 65s offer better accuracy with expanded satellite support. And while the 66i’s lithium-ion battery is long-lasting and rechargeable, some might appreciate the simple convenience of AAs that you get with the 64x and 65 series. Minor gripes aside, the GPSMAP 66i is an impressive tool, and its ability to send and receive messages via satellite is certainly an indication of where the GPS