I did not say that. Late end of injection because of maxed out IP is causing high EGT.

yes, advance some deg and test.
More important is that all injectors pop within a small range. If this is 142 or 147 does not change much.

Tom

While this is normally true, I was seeing high EGT from advanced timing. I adjusted it this weekend and retarded it and saw 200* drop!

Fwiw I saw 1650 on more than one occasion.

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tell us more about the complete setup.
Nozzles?
pop pressure?
IP max. delivery, elements?
Turbo?

Did you hear hard knocking?
was the performance better after retarding?
If yes, the explanation could be: Too far advanced in combination with much fuel. EGT limit is 680 - 700°C on the 603a.

Tom

With prechambers, timing is limited to the burn hole size (total area). Because of the throttling effect of the holes, the pressure temperature in the Prechamber, reaches ignition temperature at a later time than the cylinder does, because the cylinder pressure is higher than the PC pressure due to the restriction of the burn holes. There for, max injection timing is limited to how soon the weakest cylinder's PC temperature reaches ignition temperature, injection any earlier that that results in a build up of dense fuel in the PC.

Given the above, once the PC air temperature reaches ignition temp, the fuel starts to burn, nail, and smolder, not good combustion, so the PC pressures after injection are not what they should be, and residual fuel in the PC will continue to flow out of the PC well after TDC, which is not as bad to retarded injection timing, but has the very similar results in EGTs and Smoke..

I had my timing as far as I could go, and sometimes it would be a bit cranky to get started. After I increased the Burn Hole area, I was able to max out the timing slots and it started with out hesitation. It also ran quieter, and had a lot more torque with lower EGTs for the same fueling curve.

With the larger burn hole area, my PCs were able to fill faster, there for reaching ignition temperature sooner, allowing the injection to happen sooner. Then after ignition, the larger holes allowed the pressure to leave the PC into the cylinder at a grater rate, so the cylinder pressure would be higher sooner, making more power.

Timing is directly limited to the PC’s ability to breath.

EGTs with advanced timing:

Well I can say that from my perspective the advance of 2 degrees (14 to 12deg on the IP tang with RIV lock tool) has the effect that temperature at 60 mph dropped from 700 to 600F. Of course this needs more testing and attention and the 700F I measured in a hot desert climate in the Middle East and now I am measuring 600 in a brutal Boston winter... so I need to wait until driving conditions are more comparable and then report back. But so far I can see lower EGTs.
Martin

update:

With my 12degrees ATDC (RIV) I am experiencing much better EGTs compared tp the 14 degrees ATDC

at 60 mph 500-550F
at 75mph 650-700 F

And my gas mileage is much better.
Also the sound of the engine feels better.

So I am happy with the 2 degrees earlier timing.
Thanks everyone contributing

Martin