Watched great video by Mike Busch on new engine break-in which does the best job I've seen to explain the topic. https://www.eaa.org/Videos/Aircraft-Building/6228066360001 He recommends in his video: - run at highest power (full throttle) at lowest safe altitude. - continue until oil consumption stabilizes and CHTs drop - monitor CHTs, don't let any cylinder exceed 440F Break-in should take 5 hours or so. Flight #2 Summary: Flew 1.4 hrs from KSUT to KACZ (Wallace) twice at 2500 ft and at 6500 ft at full power. TAS was 165 kts measured at each altitude and direction. Fully rich fuel flow was 19.4 mph at 2500 ft and 17.7 mph at 6500 ft. Added 1qt oil to 8 qts prior to departure. During flight measured about 1in additional MP when switching to RAM air. Tried leaning at full power, but CHTs rapidly hit imposed limits of 400F, so clearly will not be able to lean at full power. CHTs settled out during high power cruise with 1/2 reading higher than 3/4. MP signal is still noisy. G3X install manual suggests installing snubber fitting (Rev AN, 24-24). Purchased one from McMaster Carr. Squaks: - left tank fuel drain stuck....will drain tank and inspect. Ordered spare drains from AS - ELT remote non-functioning....will check with back-up ELT - Missing 6-32 pan head screws on aft empennage inspection panels....ordered from McC - MP signal noisy...ordered snubber fitting from McC - Stall warning switch not working - Headset bracket still not secure.