[Lucifer]

Makes sense, because I have seen the small cpl’s have crazy timing stock on the 2250, where as the bigger cpls it’s backed off some, probably due to bigger injectors, am sure it’s simuler on the 871 as well, but like I said I believe these newer commen rail with the sharper spray angle injectors and higher compression ratios not to mention using egr to delay injection timing, the newer 2350 and x15’s in my opinion are finicky with timing, disable egr and pulse injection and you could be flashing the cylinders meaning, instead of the flash happening on the piston crowns it’s now happening earlier and flashing the liners before the piston comes up on the compression stroke, yeah I know what your thinking, 4 cycle Diesel, intake, compression, fire, exhaust, but the reality is most engines inject fuel on the late stages of the compression stroke to mix the fuel air, the problem is with higher injection pressures sharper spray angles and higher compression ratios and then using egr to not only reduce peak cylinder temps but also now delaying injection timing, we now have a very touchy finicky engine that is sensitive to being demandated, just killing the egr will advance the timing to almost or most certainly unsafe levels, disable pulse injection and it gets worse, ........... you see were this is going droped liners blown head gaskets and cracked heads not to mention fuel impingement

They (Engine Manuf) did this for the very reason to comply with high regulation from the EPA. They had to make it difficult to delete these various emission modules. Everything is a needle-size adjustment. It has to be just right or you’ll very likely be dropping some liners, especially on the 2250/2350. Hell, they have liner issues without a demandate. I won’t even get into the amount of turbos I’ve seen blown because guys just go file flashing trigger happy. Give someone a copy of Calterm and they will march off and start tuning all their friends trucks. All the sudden they’re tune gods.