C182 Pilot reported an electrical malfunction with high EGT temps and made a precautionary landing off field.

Narrative

While ferrying my Cessna 182 with 14hrs on a factory new engine. I started the day departing ZZZ and stopped in ZZZ1 to refuel. After an uneventful flight from ZZZ1 I had about 45 minutes to my destination airport ZZZ2 around GPS waypoint ZZZZZ. While in cruise flight the Garmin GNS430W turned off suddenly. A lot of static became present in the radios. I made a few attempts to get back with Center while on VFR Flight Following on my second radios. Nothing was working as I was troubleshooting and I recognized that the Amps were '0'. Having lost an alternator in flight before I thought it was manageable and made final calls to Center to let them know I had lost comm's. At that point squawked XXXX; shut down all non essential electronics and proceeded on course to ZZZ2. About 10 to 12 minutes later I started to recognize erroneous fuel gauges bouncing and what appeared to be a faster rate of fuel burn. I watched this but was confident in my calculations and knew I had at least an hour and a half more fuel on board. Everything was fine but a short time later the fuel gauges were now showing completely empty. I was certain the engine was operating normally but was uneasy about the fuel gauges showing empty. I started to drift south and began a slight descent into ZZZ a suitable alternate given the situation. At this point I started to get EGT Temps rising. This was very apparent as I was monitoring with a brand new engine; etc. EGT continued to rise from the normal 1280 to 1340; 1400; 1500.. As it slowly continued to rise it was at the point it got to 1700 EGT; I nosed over several times to see if the temps would go down. As soon as I would level off the temps would continue to rise and I decided I am not crossing the town of ZZZ4 with these circumstances going on. I made the decision that it was time to get this aircraft on the ground immediately. I worried the exhaust could have a catastrophic failure and requested priority. I chose a suitable road to land on that I had been following most of the flight just to the south of me. With no observed traffic I made an uneventful landing on that road and pulled off on the side on a nice open flat surface completely off of the road. The first vehicle that drove up happened by chance to be the [town official]. With his help I checked all fluid levels and let the aircraft cool off. He was very helpful at coordinating with his local Sheriff; Fire; and Ranger. With all of their help we briefed a plan to reposition it to ZZZ and we hand propped a successful start and I did a full diagnostic to confirm temps were acceptable for the flight to the airport around the north part of town. The Sheriff and Ranger then blocked the road and I took off and quickly got it back down on the ground to assess it further with the help of a senior A&P. We assessed the plane and let it cool down again to ensure no damage would be done to the new engine. From there we made contact with the Tower at ZZZ3 and asked if I could land there for more assistance with [a local FBO]. The Tower allowed it and I made the short flight to ferry the plane to ZZZ3. About half way through the EGT spiked over 1800 but the A&P said keep my eyes off of that and on the CYL Head temps and I would be fine. Landed uneventful as per the plan and the plane is safe and being worked on at [FBO]. I was told it was the right decision and believe I made a well calculated decision after a cascade of negative possibilities started to happen. In the interest of preserving safety of flight; the town of ZZZ4; and the new engines integrity; I stand by the decision. I learned a lot from the event. So far the A&P's discovered a Bad Circuit Breaker/Bus; are updating some wiring and a battery; and are still fixing it up. They have taught me a lot about the redundancy and about problems that happen with electrical failures in flight. I hope this helps someone else learn from this.