exhaust brake? what brand is best?

[dodgediesel91]

Looking to install an exhaust brake on my 07 5. 9L,What brand is best for the money? Any I should stay away from?

 

[AH64ID]

My dad and I both have the Jacobs brakes and like them. I think you will find that most people recommend the PXRB, and probably for a reason but some of them are why I like my Jake better.

 

[Prairie Dog]

Pac PXRB for me.

FWIW, you can find endless reading on the subject if you do a search.

Take everything with a grain of salt though. There are some that will say anything just to argue and this subject can bring out the real A-hole in some.

 

[Motorhead]

Pacbrake PRXB for me. I just installed one on my dentists truck. He loves it too.

 

[Grizzly]

After an exhaustive search and high recommendations from some well respected TDR members, such as jelag and others, I went with the Pacbrake PRXB. I've been very satisfied with the system.

 

[Deleted member 995608]

I have over 200k on my BD brake. No issues whatsoever.



I know that the Pacbrake and other are more popular but those brands also have more failures and hiccups.



All you have to do is search the TDR and you'll find out for yourself.

 

[Shadrach]

They all have good and bad points. Go with what you can get the best deal on. I chose the PRXB because I wanted air for others things. Shad

 

[dodgediesel91]

I'm probably going to put air on my truck sometime anyway. I can get a deal on a BD setup,my son works for a parts warhouse that deals with BD,so maybe 10% over cost. He's checking in to it for me,anyone have bad news on BD?

 

[dodgediesel91]

I'm searching threads and websites and if I'm reading correctly some are air and some vacum operated???

 

[NIsaacs]

I have a BD on my '01 vacuum operated. It works great.



Nick

 

[WalterJ]

Looking to install an exhaust brake on my 07 5. 9L,What brand is best for the money? Any I should stay away from?

Greetings DD91;
I had Scheid Diesel install a Banks Exh Brake 2 years ago at their Indiana Diesel Rally. I decided on Banks for 2 reasons:

#1-Their research to bring aftermarket items to the table is legend. They designed their Exh Brake assy. so that it does not cause any pressure drop (restriction) in the exhaust system when "open". That's what really got my attention to begin with.

#2-I've talked to their engineers (production & design) re: my Banks Economind Tuner & was impressed with their scope of diesel performance knowledge.

It's a vacuum operated device, so a small pump is supplied. It was not an easy install, including a lot of wiring. Chk'em out.

Wally J.

 

[ENafziger]

Here's an interesting interactive graph that allows you to see braking effectiveness via different methods. The PacBrake would be a PXRB, as compared to Jacobs and others that use a fixed orifice design.

BRAKING COMPARISON GRAPH

--Eric

 

[Deleted member 995608]

My BD exhaust brake is air powered, not vacuum.



An independent needs to do do a real life comparison of all the brakes. Identical trucks, same trailer, same mountain grades etc. Untill this is performed, no one will truely know which brake is best.



Even though I run a BD brake, what they claim on their website is all BULLchip to me.

 

[AH64ID]

Here's an interesting interactive graph that allows you to see braking effectiveness via different methods. The PacBrake would be a PXRB, as compared to Jacobs and others that use a fixed orifice design.



BRAKING COMPARISON GRAPH



--Eric

That graph is a lot more marketing that it is accurate. The fixed orifice Jacobs brake hits 60 psi of back-pressure by 2500 rpms and that is where the lines would merge not at 3,000.



Not that it really counts, but if my EGT's were high I can now hit 60 psi at about 2100 rpms with the cam and it still won't go over 63 with the fixed orifice.

 

[CKelley1]

the bd and the pac are equal in braking power, they are way better than the old technology orifice type like the jake and banks. the bd is a nicer setup than the pac. i think the current pac moved the compressor from the engine, if it did not you must relocate it to get it to last. the jake and banks have vacuum pumps that are a nightmare. when the pump locks up it burns the serpentine belt into before you can get off of the road. after spending four days in pecos texas we learned to carry a stock belt. on the third one the belt broke the fan and got into the radiator. about 4 years ago we decided as a jake would fail we would replace with a bd. and we also did this to the trucks that go statewide before the pumps fail

 

[ENafziger]

That graph is a lot more marketing that it is accurate. The fixed orifice Jacobs brake hits 60 psi of back-pressure by 2500 rpms and that is where the lines would merge not at 3,000.

Not that it really counts, but if my EGT's were high I can now hit 60 psi at about 2100 rpms with the cam and it still won't go over 63 with the fixed orifice. <!-- google_ad_section_end --> <!-- / message --><!-- BEGIN TEMPLATE: vbseo_likeshare --><!-- END TEMPLATE: vbseo_likeshare --><!-- sig -->

I know you're much more detailed than most, and anchor your findings in facts rather than hear-say. That being said, do you have an explanation as to how a fixed orifice in a butterfly does not generate appreciably more back pressure at 3,000 rpm vs 2,100 rpm? Mass flow of air through the engine has to be preserved. As, such, my first inclination would be that, if your observations are accurate, that one of two things are happening... namely, the valves are floating, or second, that the vacuum generated by the Jacobs pump is not actually holding the butterfly in a closed position at rpms great than 2,100 (or somewhere thereabout).

I had a Jacobs EB before my PXRB, and had a drive pressure gauge as well. However, because of several reasons, I was not able to secure solid enough data to compare to yours.

I'm not so sure the graph is truly marketing biased; it may well be that the engine design that their model is based off of differs enough from our ISBs that the crossover point isn't the same.

NOTE: Braking power comparison graph is presented for purely informational and general comparison purposes. Actual retarding power can vary substantially due to a number of factors of individual engine design and operation.

--Eric

 

[goodguys75]

Pacbrake PRXB for me. I just installed one on my dentists truck. He loves it too.

where is everyone getting these and what is the cost about???

 

[goodguys75]

Pacbrake PRXB for me. I just installed one on my dentists truck. He loves it too.

where is everyone getting these and what is the cost about???

 

[AH64ID]

I know you're much more detailed than most, and anchor your findings in facts rather than hear-say. That being said, do you have an explanation as to how a fixed orifice in a butterfly does not generate appreciably more back pressure at 3,000 rpm vs 2,100 rpm? Mass flow of air through the engine has to be preserved. As, such, my first inclination would be that, if your observations are accurate, that one of two things are happening... namely, the valves are floating, or second, that the vacuum generated by the Jacobs pump is not actually holding the butterfly in a closed position at rpms great than 2,100 (or somewhere thereabout).

I don't think the valves are floating as you would get valve to piston contact. 65# is what the max back-pressure allowed is (at least all the data I have found supports that). I suppose if I ever did stronger valve springs I would find out! It's actually very rare for me to go above 2500 rpms when exhaust braking, and when I do I am rarely below 6,000 feet so that will also have an effect on back-pressure. But even at 3K feet I have not seen over 63 psi (peak I saw with a 100% stock motor as well).

I also don't think the bufferfly is being forced open, as rpms increase so does the vacuum on the valve.

I too have wondered why, and one of the reasons I didn't go with a bigger cam was the exhaust brake. I figured that increased flow with the same orifice would over pressurize the system, but I haven't seen it. My only thought as to why it doesn't is that the new cam has a little more valve overlap and thus bleeds some of the pressure off that way. I know that with the stock cam my IAT's never rose with the EB on, and with this cam they rise about 10°. That's a VERY small amount of air coming out the intake as the air in the cylinders is 300-800° with the EB on, but it may be enough to keep the peak pressure down.

Pressure is also a measure of resistance vs flow, and maybe there just isn't enough of a flow increase with the cam to effect peak pressure, just when the pressure hits peak? Before the cam I would be at 50 psi by 1800 rpms so it's not a large increase in pressure, but it was noticed.

I'm not so sure the graph is truly marketing biased; it may well be that the engine design that their model is based off of differs enough from our ISBs that the crossover point isn't the same.

Possible, but I would think that anything with "x" displacement would be the same (assuming it's not a VVT motor).

 

[TCDiesel]

As soon As Pac will release the weeper I will be modding it for 5. 9. . the Weeper/PRXB will be interesting and I hope the results are promising. Exhaust Brake or Compression Brake Need support. . Transmision (AT) and drive axle all play a part in stopping.

WEEPER ENGINE BRAKES