we tried that but it still happens wit all the injectors cutting out

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"load em like rail cars drive em like race cars "

If you set all the trim codes to one number you will have 6 injectors producing 6 different amounts of fuel and as such you will have some Cylinders producing more HP than other cylinders resulting in excessive heat on some valves compared to others.
I can trim injectors and see as much as 6cc per 100 shots between tow injectors with a common Trim Code so WTF is going to happen to the individual Cylinder Temp's? exhaust Valve Temp? This is why you see Valve recession on one Cylinder and not the next.

If its "WHITE" smoke then its unburnt fuel But if you cut out the injectors then there should be no fuel in the Cylinder so how do you get "White" Smoke?

May be a little coolant getting in there make sure its not building pressure in the radiator from low counter bores or liners pitting huh

So if your thinking is correct than if you have a 455hp and up rate it to say a 550hp then you will be putting more fuel in all cyl equally so then all 6 should have exh valve ression RIGHT?

No because the injectors are all producing the same amount of fuel and as such the increase is spread evenly over 6 cylinders so it would only be 15.8hp per pot.
When the trimming is out you could have 40 hp in one and 10hp in the next.
If you want more power they re-rate the ECM which sets the Injection timing and duration matched to the Rack.

If you Trim up all 6 injectors above STD then its the same as upping the Rack without upping the rack. The point being make sure its even because its not the higher HP its the uneven cylinder temp.

I agree with you as to all cyl contributing equally will be better than having all six of them all over the board. I just find it hard to believe that it would be the sole cause of exh valve ression. I am not saying that you are wrong or that you don't know what you are talking about I just find it hard to believe. But I am also from illinois the show me state ha ha best regards

Sorry mate but thats flat wrong. Thats just crap spouted by Cat reps to scare people away from modifying their engines.

Cat is having issues with the intake valve seats in all it C15/16/18 Acert and non Acert style heads but its a materials (and in some cases intake air temp) issue, nothing to do with trim files.
Cat C27s in D10T tractors suffer this problem the worst (the C27 uses basically the same head as a C15 truck engine but with a different intake design), they have to have the overhead run every thousand hours and nobody is messing with the trim codes in them.
Also early C15 industrial engines come with the same injector code for all injectors (1100).

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No need to be sorry if you think it’s wrong! Just shows a lack of understanding that’s all.
Fair Call about the Cat reps but they simply have no idea as the Dealers cant test the C Injectors so they have no idea like 99% of people about how they actually work or how the trim codes effect the injector output. Caterpillar refuses to give any of their dealer’s info on these injectors and simply tell them to replace them. Also just for your reference No C15, C16 nor C18 came out with 1100 trim codes EVER… even the old 3406E’s had trim codes on the injectors. However the 1100 was a trim bought out many years ago for the 3500EUI injector back when CAT had problems and is still used today by some. There is an Injector shop in Australia that etches 1100 on all its overhauled C injectors that it does for Trucks as they can’t trim them.

So many things contribute to Valve recession and high intake temps in one which has been seen as far back like the Old D348’s which quite often dropped Valves until people realised that a free flowing exhaust and good clean cool air would stop this. I could go on about many engines including the C27 and the many different Valve seats that CAT use, including the ones that CANT be machined which many people know little about until they service a head and cut the seats only to find out 2000hr later the valves have all pulled through. God we could go on about K19’s and valves but that’s not the issue here.

IF you test these injectors you will see they all vary in fuel output as much as 6cc. So you could have one # 30cc and the next at 36cc which is around 15% + variation and in some cases even more. When you trim them up the fuel will increase upto a point then drop dramatically when you reach the max of that trim for that injector. It explains why some trucks start missing after they use the same trim code across all 6. Mind you some are lucky and get 6 that all actually increase and some get 5, then some get 2 that increase and 4 that decrease and this explains why some people don’t see the results others do.

I ran a C16 with 6 non STD part number injectors with a higher flow rate and it went 850hp on the dyno and with a new set from Cat the same engine went 600hp. I can trim these injectors even more and get 900hp but they need to be done one at a time and the flows all set to max and this will mean 6 different trim codes.

I don’t have a problem with upping the HP at all infact I’m all for it as these engine can handle a HUGE amount of fuel and punch out way more than CAT release them at. All I’m saying is do it evenly and it will serve you well for many years and reduce Valve recession. Cat have no answer for Valve recession on one cylinder and no signs on other cylinders! If it was Valve seats or Valves and all things being equal you would think it would be on ALL cylinders. Keeping in mind the Trim code is only as good as the day you tested the injector and if you pull out 6 squirts after even 1000hrs and trim then you will find they vary, so all in all its not the best fuel system cat have ever made.

Please yourself with what you believe and disbelieve, all I can say is what these trim codes do in real life and if it’s not what you think then I suggest you go find someone who has and can test them and see for yourself. Being able to Trim them up means you can increase the flow rate which will change the amount of fuel calculated by the ECM Tables so when it gives a Rack of 4mm it assumes the fuel will be equal to that in the ECM fuel tables, however since we trimmed them up to a higher flow rate the ECM “Thinks” its only delivering fuel equal to 4mm Rack but in actual fact its delivering fuel equal to 6mm Rack hence the increase in HP.

Far Call, what is a rack in ECM controlled engine?