A CL65 REJECTED TKOF DUE TO EFIS COMPARATOR MONITOR CAUTION MESSAGE AND WARNING CHIME. CAPT'S INDICATOR 109 KIAS; FO INDICATED 85 KIAS. CAPT'S IAS INDICATOR HAD FLAG IN VIEW.

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WE ABORTED THE TKOF ON RWY 17 AT ZZZ DUE TO AN 'EFIS COMPARATOR MONITOR' CAUTION MESSAGE WITH AN ASSOCIATED 'IAS' AMBER FLAG ON THE AIRSPD INDICATOR. THE TKOF WAS A L SEAT DEP UTILIZING THE 52000 LB V-SPD DATA CARD AND NORMAL THRUST. WHEN THE ABORT WAS INITIATED; THE FO'S AIRSPD INDICATED APPROX 85 KIAS AND THE CAPT'S INDICATED APPROX 109 KIAS. THE CREW COMPLETED THE REJECTED TKOF MEMORY ITEMS AND THE AIRPLANE WAS BROUGHT SAFELY TO TAXI SPD USING ABOUT 50% OF THE USABLE RWY. ADDITIONALLY; WE RAN THE QRH PROC FOR 'BRAKE OVERHEAT' BECAUSE SHORTLY AFTER WE STOPPED WE RECEIVED A BRAKE OVERHEAT WARNING MESSAGE. THE HIGHEST OBSERVED BRAKE TEMPS WERE (READING L TO R): 7; 11; 5; AND 8. I ADVISED OPS AND ATC THAT WE WOULD HAVE TO RETURN TO THE GATE. I TOLD THE FLT ATTENDANT THAT WE WOULD HAVE TO RETURN TO THE GATE FOR MAINT. IN ADDITION; I HAD THE FO ANNOUNCED TO THE PAX THAT WE CALLED OUT THE FIRE TRUCK PURELY AS A PRECAUTION AND THEY WOULD ESCORT US BACK TO THE GATE. AS WE APCHED THE GATE; WE ADVISED OPS TO HAVE ALL RAMP PERSONNEL TO REMAIN CLR OF THE MAIN LNDG GEAR DUE TO THE POSSIBILITY OF TIRE RUPTURE. THE PAX WERE DEPLANED USING THE JETWAY AND WERE REBOOKED AT THE GATE. 2 MAINT WRITE-UPS WERE MADE FOR THE EVENT. ITEM #1 WAS FOR THE 'EFIS COMPARATOR MONITOR/IAS' READINGS AND FLAG. ITEM #2 WAS FOR THE HIGH SPD REJECTED TKOF AND THE 'BRAKE OVERHEAT' INDICATIONS. LATER; I MADE A THIRD MAINT LOG ENTRY FOR A LOOSE RADIO TUNING KNOB ON RTU #1 WHICH CAME LOOSE AT THE GATE. ZZZ1 MAINT WAS CONTACTED BY PHONE.