If you read the AAIBs report, you'll see some criticism of the engine instrumentation design and layout on the 734.
The EIS for the Boeing 737 was designedto represent a minimum change from the previous hybrid display and, accordingly, it was type certified by both the FAA and theCAA as fit for its purpose. The counters remained identical insize and colour but the dials of all instruments were reducedin size. The pointers were reduced in length by approximately two-thirds and placed on the outsides of the dials but the circumference swept by the needle tips (ie the instrument 'size') remained thesame. The EIS display was deemed to have sufficient communality with the hybrid display to circumvent the need for pilots to be separately rated for EIS-equipped models. It was tested for proper operation, compatibility and freedom from electrical interference but it was not evaluated for its efficiency in imparting informationto pilots.
and
Although there seems to be no question that the EIS display on the Boeing 737 provides accurate and reliable information to the crew, the overall layout of the displays, andthe detailed implications of small LED pointers rather than the larger mechanical ones, and of edge-lit rather than reflective symbology do appear to require further consideration.
This, coupled with the less than satisfactory conversion training, makes the case for flaying the pilots less watertight IMO.