Here I am

Engine/Transmission (1998.5 - 2002) D celerator

Attention: TDR Forum Junkies
To the point: Click this link and check out the Front Page News story(ies) where we are tracking the introduction of the 2025 Ram HD trucks.

Thanks, TDR Staff
Status
Not open for further replies.
Nothing at all wrong with the D-Celerator. It has a 60# by-pass valve so it works good at low RPM's. But it mounts down stream of the turbo in the exhaust. It takes a little longer to build back pressure.
 
Nothing at all wrong with the D-Celerator. It has a 60# by-pass valve so it works good at low RPM's. But it mounts down stream of the turbo in the exhaust. It takes a little longer to build back pressure.







Which does not limit future turbo upgrades! SNOKING
 
Thanks
I like to live out of the box a bit and try new things. it seems I read somewhere on here that turbo mounted EXH brakes would limit future up grades.

I am just interested in assisting my truck to stop better when pulling my fiver.

Thank you
Chris
 
I have one. I have also driven a large variety of diesel pickups with various makes of exhaust brakes, and the US Gear is hands down the best (IMO).
 
With the heat from the exhaust and just the general environment that an exhaust brake is mounted, I'm not a fan of using electric actuators. When I was researching which one to get for mine (way back in 2001), there were several reports of the electric versions getting stuck on, and the general thought was to stick with the pneumatic versions. I ended up going with the Jacobs because it was stone-simple and I got a good price on it at the dealer when I bought my truck.



If I were to do it again, I'd probably get a Pacbrake PRXB. It uses a pressure relief valve like the D-Celerator Super Duty model to build maximum pressure at low RPMs and then dump it before the valves float. BD exhaust brakes also regulate backpressure, but they do so by modulating the butterfly. Not quite as failsafe as a simple independent pressure relief valve imo.



But I am happy with the performance of what I ended up with. It's held back a 10k trailer in the rockies just fine. I certainly wouldn't sell it to get a few more braking HP at low RPMs. A lower-cost fixed orifice valve like mine is certainly better than no exhaust brake, and is almost as good as a variable-pressure version.



Turbo mount does limit your upgrades, but as someone who tows and just switched back to the stock turbo from an HTB2/12, that's not a bad thing. If you're towing with a tight auto, you won't want to get too far from the stock turbo anyway. But on the other hand, the delay from an inline brake is negligible (I've driven both). If you need quick braking response, you shouldn't be reaching for the exhaust brake anyway.
 
I've only had 2 issues with mine (that I did not create) the 1st was the relay I was using. I had to go with a 50A rather than the regular 20A or 30A.

The other was when the butterfly broke, and bear in mind here that mine was the first versions they came out with (got it used). It was always on, and will be again when I get it reinstalled (procrastinating).

The relief or blow by valve is adjustable.

Benefits of electric over air operated (vacuum or pressure)
- Faster brake engagement
- Faster brake release (in the event you need to get back on the throttle right away)
- Fewer things to fail and cause a problem
 
I have the US Gear unit.

When my exhaust was stock, it worked exceptionally well, but has to be lubricated regularly to stay free movement. This is more of a problem if you have larger injectors, bigger turbo, etc... . as the carbon deposits build faster.



I would not recommend it for the 4" exhaust,though. I had difficulty finding a location close enough to the turbo that it fits, and the farther away it is, the less braking you will get, even at higher rpms, due to compressed volume of air. Now that I have installed it on my 4" exhaust, it is not half as effective as the stock system was.

Jeff
 
I have the US Gear unit.

When my exhaust was stock, it worked exceptionally well, but has to be lubricated regularly to stay free movement. This is more of a problem if you have larger injectors, bigger turbo, etc... . as the carbon deposits build faster.



I would not recommend it for the 4" exhaust,though. I had difficulty finding a location close enough to the turbo that it fits, and the farther away it is, the less braking you will get, even at higher rpms, due to compressed volume of air. Now that I have installed it on my 4" exhaust, it is not half as effective as the stock system was.

Jeff



Double check that you do not have any leaks between the brake and the turbo.
 
Status
Not open for further replies.
Back
Top