Engine/Transmission (1994 - 1998) 60 lb Exhaust Springs

[Cosmo]

Quite honestly, they took their time and spent literally hours trying to figure out why it wouldn't work. On the newer trucks, the brake housing has an EGT port in it. They've installed hundreds of Pacbrake setups on older trucks, but mine was perhaps the 3rd PXRB they had installed on an older truck. Since the EGT probe isn't an issue on newer ones, I don't think it all that unreasonable to overlook it.

As a mechanic myself, I understand that mistakes can be made. How you handle the mistakes is what defines you, in my opinion, and I absolutely would not hesitate to return to their shop or even send my mother there. They're stand up guys, it's a top notch facility, and when I called to let them know what the problem was, they owned up to it and we're all good.

Plus now they know you can't put an egt probe in the test port of a PXRB for a 2nd gen Cummins. You can bet that won't happen again there.


Before buying the brake - even before leaving Florida - I read a lot on Pacbrake's website (and BD's, and Banks) and even I was under the impression that the brake came with an EGT port.

Now I have to drill and tap somewhere else, I'll probably do the manifold this time, if I've got enough depth - the EGT probe itself is bent and I'll have to measure how far it sticks out.

 

[Grinder1]

I have and ATS lock-up commander. It allows me to adjust what speed it locks up, regardless of gear. And yes, it can be down shifted with the converter locked.

McCoy, do you use 1st and 2nd locked? Using your EB? That's great. How long have you been doing that? I would tend to agree with Bob4x4, that downshifting with the converter locked could cause parts to end up on the pavement. Maybe I need to call the boys at ATS to get the final word on this subject. Don't know if they're the kind of guys who will say anything to sell an aftermarket product. BTW I tried to start a new thread on this downshifting thing, it went no where.

 

[Grinder1]

UPDATE TIME!!



Pacbrake's tech support called me today and while we were hashing through things we figured it out. The newer brakes come with 2 tapped ports - one for an egt probe, one for a test port for a pressure gauge.



The one for my truck only has one port. My EGT probe was installed in that port, and the brake butterfly was closing on it. Tonight I pulled my probe out - it's bent about 45 degrees now - and plugged up the hole.



What a difference. When going into warmup mode before I could tell the brake was actuating, but it wasn't really doing much. Now it drops the RPMs significantly when it engages.



Also noted: Before when in 3rd with the brake on, I could drop it down into 2nd and the RPMs stayed high like the TC was locked up. With the brake working properly, the RPMs plummet back close to idle and it's clear that the TC isn't staying locked in 2nd.

Cosmo, what year is your rig and what trans do you have? 47RH, 47RE, or 48RE?

 

[Grinder1]

We're getting off topic on this thread...



The G-56 is a 6 speed manual transmission, the OP is asking about exhaust brakes with automatics transmissions.

Maxbrake is an electric trailer brake controller not an exhaust brake.

Hey MR2, thanks for that. Bottom line is that we're all getting something out of this thread, so lets just roll with it. I tried to move it, no go. So..... let's keep talking exhaust brake stuff, any and all.

For the record, I got my 60 pounders today. Thanks PacBrake for the great service. Went to get a spring compressor, no go. What a bunch of #@$%! I'll hit some more suppliers tomorrow.



No worries. I've got plenty of stuff to do prepping the new Ex manifold, chasing the metric attachment hardware and all. Stuff that came with it is junk.

 

[JMcCoy]

McCoy, do you use 1st and 2nd locked? Using your EB? That's great. How long have you been doing that? I would tend to agree with Bob4x4, that downshifting with the converter locked could cause parts to end up on the pavement. Maybe I need to call the boys at ATS to get the final word on this subject. Don't know if they're the kind of guys who will say anything to sell an aftermarket product. BTW I tried to start a new thread on this downshifting thing, it went no where.

I have yet to utilize my exhaust brake due to the fact that I have not installed the 60 lb exhaust springs yet. Its on the list though. I went onto the ATS website and downloaded the lock-up Commander info/instructions. The instructions advised lock-up can be held down in 2nd or 1st gear as low as 12 mph before it unlocks. You must have the ATS valve body for the 1st and 2nd lock-up feature. Otherwise the Commander will only hold lock-up in 3rd and 4th. I don't know if other company's "performance" valve bodies will allow 1st and 2nd lock-up. NOt only will the Commander keep the TC locked when ever the EB is engauged, It also allow control of when it lockes up for daily driving. I really like how I can adjust when the TC will lock up. I set mine to lock around 40 mph. I have my potentiometer adjusted so that the transmission doesn't shift into 4th gear until around 50 mph. That way when I'm driving around town, I will be in 3rd gear with the converter locked. I have set the Commander to lock up in 2nd and even 1st but it felt a little sluggish at my power level and gearing (with 35" tires). I can push the springs up on my list. Then I might be able to provide more information on how well the EB works in the lower gears, or if it is even worth it. Probably take a couple weeks though. I hope this helps a little.

 

[Cosmo]

Mine's a 98 12-valve, so it's a 47RE.