Hi Coldbear,
Let's call the inlet pressure P2 and the fan exhaust pressure P5 and EPR = P5/P2.
I'm sorry but this is just from memory of TriStar RB211 EPR behaviour :-
1) EPR reduced during take off with constant N1 and with increasing airspeed due to the increase in the P2.
2) With constant IAS and climbing (into less dense air) the EPR increased.
(P2 remains constant but P5 increases due to the V squared value of the airspeed of the fan exhaust airflow.)
We set a reduced climb power initially (Climb 1) until the rate of climb fell below some value, then set an increased power (Climb 2). Maybe your V2500 has a schedule like this as it blends from a climb power which was set from the flex take off value?
3) I think Max climb EPR increased with Altitude.
4) The apparent reduction in EPR of your V 2500 between 8,000 and 12,000 feet is probably due to accelerating from 250 kts to something around 300 kts.
On the TriStar, there was no FADEC so you could over boost the engine by pushing the TLs forward. Your V2500 is probably protected by the FADEC under normal operations.
Regards, RRR.