Exhaust Brake
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Exhaust Brake
On my truck, the cable that is usually connected to the EBPV is disconnected. A different cable is connected to the EBPV (apparently - it's on the pedestal and would mate with the disconnected cable). That cable comes from the cab where the exhaust brake switch is.
I read somewhere that the EBPV is sometimes used as an exhaust brake. When I bought my truck 5 years ago, it came with "O&C Powerbraker" aftermarket exhaust brake installed.
I've never used the exhaust brake because I thought something bad might happen. What are the pros and cons of exhaust brakes? Any cautions about using them?
I use this truck mainly to haul a 9000+ pound fifth wheel trailer, if that has any bearing on the situation.
I read somewhere that the EBPV is sometimes used as an exhaust brake. When I bought my truck 5 years ago, it came with "O&C Powerbraker" aftermarket exhaust brake installed.
I've never used the exhaust brake because I thought something bad might happen. What are the pros and cons of exhaust brakes? Any cautions about using them?
I use this truck mainly to haul a 9000+ pound fifth wheel trailer, if that has any bearing on the situation.
Hotshot
Joined: Jan 2012
Posts: 11,132
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From: Southern West Virginia
Exhaust brakes work really well, but in my opinion, they aren't ideal for these trucks if you still have the stock up pipes with the donut gaskets. They fail and leak on easy enough on they're own without the added back pressure of an exhaust brake. I would use one unless I had a set of bellowed up pipes with solid flanges at the collector.
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Thanks for your comments. Based on them and other information I've found, I plan to continue not using the exhaust brake.
I don't know if the exhaust brake is wired properly. I have an automatic transmission and (probably) stock up pipes with donut gaskets.
Also, on this other thread: https://www.ford-trucks.com/forums/n...ply&p=14587306
I found the following:
Another response raised the possibility of the EBPV getting stuck closed.
I don't fully understand all those issues, but they seem like good reasons not to use the EBPV as an exhaust brakes. The trailer's electric brakes (controlled by the truck) are working OK. Most of my driving is in the flatter parts of Oklahoma and Texas, and I haven't noticed braking difficulties.
I don't know if the exhaust brake is wired properly. I have an automatic transmission and (probably) stock up pipes with donut gaskets.
Also, on this other thread: https://www.ford-trucks.com/forums/n...ply&p=14587306
I found the following:
This is not me talking here, this is from Jacobs Vehicle Systems. Do whatever you want with this information.
FAQ4:
Do you make a product for the Ford 7.3L Powerstroke or Navistar International T444E engines?
ANSWER:
No, Jacobs does not offer an exhaust or engine brake for these engines in fact, Navistar and Ford have requested that we do not develop one for these engines.
The primary concern with putting a retarder on these engines is their use of hydraulic lifters. Most engines with hydraulic lifters have fairly low exhaust back pressure limits so the performance of an exhaust brake would not be substantial. More importantly the use of an exhaust brake on an engine with hydraulic lifters can cause engine damage. The problem is that the increased back pressure resulting from the operation of the exhaust brake will cause some degree of valve float. This valve float can cause the hydraulic lifter to re-set with the valve still open (not seated). This phenomenon is known as lifter jacking. Lifter jacking could also result if a traditional engine brake were used on these engines. The results of lifter jacking can be anything from low positive power (because the valves stay open) to engine damage caused by valve to piston contact.
FAQ4:
Do you make a product for the Ford 7.3L Powerstroke or Navistar International T444E engines?
ANSWER:
No, Jacobs does not offer an exhaust or engine brake for these engines in fact, Navistar and Ford have requested that we do not develop one for these engines.
The primary concern with putting a retarder on these engines is their use of hydraulic lifters. Most engines with hydraulic lifters have fairly low exhaust back pressure limits so the performance of an exhaust brake would not be substantial. More importantly the use of an exhaust brake on an engine with hydraulic lifters can cause engine damage. The problem is that the increased back pressure resulting from the operation of the exhaust brake will cause some degree of valve float. This valve float can cause the hydraulic lifter to re-set with the valve still open (not seated). This phenomenon is known as lifter jacking. Lifter jacking could also result if a traditional engine brake were used on these engines. The results of lifter jacking can be anything from low positive power (because the valves stay open) to engine damage caused by valve to piston contact.
I don't fully understand all those issues, but they seem like good reasons not to use the EBPV as an exhaust brakes. The trailer's electric brakes (controlled by the truck) are working OK. Most of my driving is in the flatter parts of Oklahoma and Texas, and I haven't noticed braking difficulties.
Senior User
Joined: May 2013
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Well, I've wired my EBPV to operate as an exhaust brake and it works well. I've also wired the torque converter to lock on demand to exploit the action of the brake. It all works well.
I've read of many others doing this. I've read the potential problems of doing so. But I've never read of anyone actually experiencing the potential problems.
I do have an Edge Insight that allows me to read the exhaust back pressure. When employing the EBPV as an exhaust brake, I make sure the pressure doesn't rise above 40 psi, which I've been told is nearing the upper limit of the exhaust valve springs. So far I haven't gotten to this limit.
I've read of many others doing this. I've read the potential problems of doing so. But I've never read of anyone actually experiencing the potential problems.
I do have an Edge Insight that allows me to read the exhaust back pressure. When employing the EBPV as an exhaust brake, I make sure the pressure doesn't rise above 40 psi, which I've been told is nearing the upper limit of the exhaust valve springs. So far I haven't gotten to this limit.
Senior User
Joined: Sep 2012
Posts: 208
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From: Oklahoma
The thing with having it on a auto trans is you need to have the convertor locked.
I believe php was the first to come out with a decel tune which incorporates locking the converter, along with closing the ebpv.
With it properly setup like that, you won't hurt the trans.
I believe php was the first to come out with a decel tune which incorporates locking the converter, along with closing the ebpv.
With it properly setup like that, you won't hurt the trans.
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