This place is a gold mine of useful information,
Thanks to all

I want to get some exhaust braking on my truck. I see two basic kinds. First those which replace the existing valve behind the turbo like Pac Brake and Banks. The others simply modify the controls of the original EBV to act as an exhaust brake. There is a big price difference between the two and I am wondering first how well the second type of brake (those which don't install the new valve) perform. I would love to hear from anybody who has one or has had experience with them. I tow a 32' 5ver with a 99 F350CCDRW 7.3.

Thanks in advance

 

I modified the existing EBPV on my '99 6 speed. Works great. Shift down to 5th to raise engine rpm, flip the switch, and coast all the way down with only an occational tap of the service brakes.
https://www.ford-trucks.com/forums/s...d.php?t=268610

 

Thanks for the reply. I'm glad to hear it works good. Doing it this way will save me around +$900.00 versus the new valve.

 

I forgot to mention that I tow at around 23,000 GVW. The mod is that effective.

 

kwikk- how does the e-brake affect your egts?? I wouldn't think they would get too high since you aren't pouring any fuel into it.
I had my EBPV close up on me, must have got on it too hard when it was closing and jammed it shut cuz I had no power and my egt's were upwards of 1200* doing about 45mph, and had to pull over and stop to get it to open back up.

 

No guages yet so I don't know. But no fuel=no excess heat generated. There'll be some due to the heating effect of the compression in the cylinders, but no way near 1200, I'm guessing idle temperatures and lower during compression braking.

 

Will it work on the 97 model PSD?

 

I think so.

 

I have been looking at one sold by SPDiesel. It deals with the torque converter on automatics and integrates the controls into the cruise control on the steering wheel. They build one for the 1999-2000 and a different one for the 1994-1997 I believe.

 

If I'm not mistaken you can do a T/C lock for a little of nothing and obtain the same results, in an auto of course......
Only one wire on the Trans to mess with, use a switch, ground it, and wala T/C lock and you'll use it like a jake........
There was a link to that somewhere on here.......
Kwik.....let me know if I'm not right.......thanks

 

Be careful I installed a system that used EBPV and on light loads it might work fine put with heavy loads you need to watch what you are doing. With automatic trannys I wreak two tranny insde of a month because the torque conveter disengages and heats up the tranny fuild to very high temps. I would suggest going with banks brake with the there smart lock that keeps the conveter lock up.

 

Testimony to the need to engage the torque converter lock when using the exhaust brake, whether it's the EBPV or Banks or ... In all cases the torque converter must be locked.

 

The Banks brake system is rather spendy, but works well. On my beast, I used the Banks SmartLock controller with a two-relay circuit that senses the Idle Position Switch and operates the EBPV. I'll try to find the schematic for the relay system. It works fairly well, but I still have to use the service brake going down a 6% grade with 8,000# or more (in 3rd [direct] gear).

 

Thanks,
I have done some extra research on the SPDiesel exhaust brake and found the following.
"Speed Sense Torque Converter Control
You set the speed of lock and unlock and the unit stores the settings. Built in safeties prevent lockup below 20MPH."
"Variable Pulse Width Modulation
Speed and rate of acceleration determine the PWM on the lockup rate."

"Cruise Button Function
On Disable SSEB
Quick Off no function
Off 2 Seconds Defeat Cruise/ Enable SSEB (Arm Status is Stored in EEPROM)
Coast Enable/Disable Cold Weather Package (stored in EEPROM)
Set Set Lock Speed for Converter (stored in EEPROM)
Resume Set Unlock Speed for Converter/Reset Values" (stored in EEPROM)

I appreciate all the great questions and comments. Stuff I would never had thought of.