What exhaust brake?/ PSM cold air intake

[Deleted member 995608]

Another vote for the BD exhaust brake.



Over 200k without a hiccup and holds back my 36' triple axle TH like a boss.



Less moving parts than any mfg.

 

[Gonzo 1066]

Another vote for the BD exhaust brake.



Over 200k without a hiccup and holds back my 36' triple axle TH like a boss.



Less moving parts than any mfg.

So the Banks has one (1) Moving part, The PacBrake has one (1) moving part.

Does the BD then operate with no moving parts??? Just curious,because all of the exhaust brakes work in exactly the same way.

 

[AH64ID]

Another vote for the BD exhaust brake.



Over 200k without a hiccup and holds back my 36' triple axle TH like a boss.



Less moving parts than any mfg.

I like the design the BD the least, seems like it will not have constant retarding pressure over the years, and has the greatest possibility of over-pressurizing the exhaust.

So the Banks has one (1) Moving part, The PacBrake has one (1) moving part.

Does the BD then operate with no moving parts??? Just curious,because all of the exhaust brakes work in exactly the same way.

The Jacobs and the Banks will have the least amount of moving parts, the BD and PXRB have more parts, which is why they have more braking power at lower rpms.

 

[Prairie Dog]

I really don't care how many parts they have. It's the failure rate that I went by.

 

[AEdelheit]

One thing I considerd when I bought my pacbrake is the history of the company, Pacbrake has been around a long time and specializes in exhaust braking, will be around for a long time. BD is a diesel performance company that just dabbled into exaust brakes, I think they would go out of buisness long before pacbrake if there were financial troubles, Jacobs specializes in engine compression brakes not really exhaust brake and I would much rather have an air actuated brake over vacuum, just my . 02

 

[CKelley1]

no they do not work the same all three have the same butterfly valve with the same wear points the jake has a hole in the valve to keep the back pressure at 55 psi at sea level and at 3200 rpm as you go up in altitude and down in rpm the jake goes to virtually no braking. the pac has two moving parts and another wear point basically the pac has the same hole as the jake but when it closes it has a spring loaded ball that covers the hole and the spring is set to hold 60 psi back pressure, think of it as a pressure regulator. this is why the pac and bd work way better than the jake they hold 60 psi at any altitude or rpm. the bd uses a pressure regulator to regulate the pressure to the cylinder, when the back pressure reaches 60 psi it overcomes the resistance of the cylinder letting the excess by the butterfly. the bd has the same number parts as the jake. i run more bd than pac the bd gives no trouble at all and is easier to test and adjust if ever needed, the compressor is mounted in the fender out of the heat and vibration that ruined our pac compressors until we moved them

 

[NIsaacs]

The Pac on my Ford is a 5" universal one. It has a butterfly stop adjustment in the closed position that you can set the back pressure for any engine requirement, air operated. The Pac in the '91 is the orifice type set for 35 psi, I still have standard valve springs. The '01 has the BD and is adjustable for back pressure also, so I think you can adjust for wear on the relief spring. I run gauges on all of them so I can monitor them.



Nick

 

[AH64ID]

The Jake makes 60 psi from 2500 up with a stock cam and 2000 up with my cam. Even at 8K feet it makes 60 psi from about 2200 up.

I prefer the lower braking at lower rpms, even as it is the EB cycles quite often on grades when used in conjunction with the cruise. A PXRB or BD would cycle even more. This is on a maunal with more gear options. On an auto the variable orifice would be handy.

I like my Jake and have had no issues, but would probably go with a PXRB based on reviews if I bought one today, thou is has been a long time since I read about an issue with a Jake.