Let's go for pressure, oil pressure. We can use the signal from the EBPV to actuate a small hyd cylinder of the same diameter as the EBPV actuator.

 

The signal is not an on/off signal though.....well, it is - just not at a low rate.

Think IPR operation.

 

Looks good. I wonder if it will hold up the the heat of the exhaust?

 

So PWM, right?

 

Sorry for being inactive for awhile guys. I have been traveling for work like crazy and finally got the machines up and running to the point where I am getting paid to research our beloved trucks. I actually had to read through the thread again to see where we left off. I would love to try the vacuum cylinder if I new it would handle the pressure from our oil system. Even though we could regulate it down and it wouldn't be an issue. my biggest concern is the seals internally handling a petroleum product as opposed to air.

 

I am reviving this thread due to a recent conversation I had with another FTE'r that was asking about T4/SXE and exhaust brake options.

 

Gee I wonder who that could have been.....

So my latest thought is to fabricate a brokestroke style DIY EBPV/exhaust brake and mount it between the downpipe and the rest of the exhaust. Still noodling on what sort of actuation (hydraulic/electrical/pneumatic) to use. I would like the factory EBPV signal to trigger it since I have a decel tune.

I also went out and did some back pressure testing. EBP got up to just under 50 psi cruising at 60mph and switching the decel tune on.

 

Decided to give this another shot. Still have the exhaust brake posted earlier in the thread. Got to thinking on how to power it. Air is out of the question, so is vacuum. Hydraulic?????

This is what I have came up with and it involves a 94-97 turbo pedistal.

Note the location of the ebpv solenoid compared to a 99-03.


Close to the actuator. So the actuator runs on pressurized oil and pressurized oil comes out and then feeds the turbo bearings. (This is the important part). So if the actuator is isolated it can use a PRESSURIZED RETURN! If there is no turbo attached, the return can have pressure without blowing past a radial oil seal in the turbo.

Imagine cutting the pedestal roughly at the black line.


Since the solenoid is close to the actuator it becomes a very slim actuator assembly with 2 mounting bolts.

Now imagine this. Attach this assembly to an exhaust brake similar to what I posted earlier. With threaded bungs for feed/return. Next mount the exhaust brake on the exhaust. Attach stainless flex line from an oil feed source and return line. (Return into valve cover for example). Plug into factory EBPV harness retain stock warm-up features and easy wiring for exhaust brake function.

 

@brokestroke ,I was pondering the actuation question myself before I decided to go with the VNT/VGT housing. With a suitably sized pneumatic cylinder, you can also use vacuum to actuate. I was going to get an onboard air system in so my solution was going to be a pneumatic cylinder but with positive pressure.

 

Unfortunately 99-03 doesnt have the nice little belt driven vacuum pump that the OBS trucks have. So that threw out the vacuum actuator idea. With a pneumatic cylinder I wasnt too crazy about the "slamming shut" actuation it provides. It also needs a big spring to operate that I wasnt crazy about. The other thing was resistance to heat and reliability. Heat and reliability are something that the EBPV actuator is pretty good at with the exception of a possible oil leak. It also has an internal return spring to keep clutter off the brake itself.

So I ordered a pedestal off Ebay to cut up and try, picked it up for about $45. Looking and using a couple micro switches and pressure switches for activation. Tuning on my truck is setup pretty well for a brake. Torque converter stays locked while using the brakes without unlocking.

 

This is my plan for activating the exhaust brake. It is a Micro switch that is only "on" when zero throttle is applied. As soon as you give it throttle the exhaust brake opens. This way I wont be flipping it on and off all the time.

 

Couldn't you use the idle validation switch?

 

Yeah. Going to look into it.

 

So can I power the EBPV solenoid with just regular 12v or does it have to be reduced down? Not planning on using the PCM to power it.

Only issue with the Idle Validation Switch is its backwards. I would like 12v supply when the throttle is deactivated (activating exhaust brake) and 0v when throttle is applied. Trying to figure out the correct way to wire it but all the diagrams are different.

 

This seems like a practical way to wire it all together. The only thing is the complexity (two relays) compared to a key on 12v to a micro switch and a couple toggles.