$20.00 Troubleshooting and Maintenance Manual AIBRAKE‘Table of Contents Section 1: Troubleshooting Introduction Safety Precautions 2 Engine Brake Port Replacement Automatic Transmissions 2 1.1 Electrical System... lecrc and Electronie Conta sneer Requited TOOK en ~ Preliminary Electrical Checks —— a Clutch Switch Fuel Pump Switch (Cummins PT Fuel Pump) Diode Protection a = Buffer Switch Adjustment. Fuel Pump Switch Adjustment ~ CAT. vs F00t Stith re e = Solenoid Valve... ia Troubleshooting: CAT PEEC Controls. ‘Troubleshooting: DDEC I Electronic COMtOIS vane Troubleshooting: Low Engine Speed Retarder Cutoff. Wiring Diagrams = . 1.2 Hydraulic/Mechanical Theory of Operation... Operational Sequence : Brake Housings and Rocker Groups Inspection Engine Brake Housing Oil Pressure Check Preliminary Checks coon se ‘Control Valve Component Inspection sana Engine Brake Housing Oil Pressure Requirements 1.3. General Problem Analysis... Tools and Parts Available enn Problem Analysis. Gene 14 e Brakes for Cummins Engines .. Two-valve Design — Current Production Models Special Features enn OpetatiON anne ~ Single-valve Desigh —ennnnnnsnnnnen Special Feats nnonnn TABLE OF CONTENTS1.5. Engine Brakes for Caterpillar Engines... Model 5460 a = 1s Special Features nn Se - seven US Model 3498 vo en 15.2 Exhaust Blowdown = = 153 Slave Piston Adjustment. aaa Trigger Valve Adjustment nnn oo = 134 Models 5170/3176 : . = een 15.T Power-Lasht | - 157, Housing Assembly DitfetenCe5 annuus 158 Slave Piston Adjustment e 7 159 Mounting S100 enn oan 159 Models C336 /336A eens — 15.110 Exhaust Valve Stem CAPS wn 7 15.10 Save Piston Clearance Settings. - sii 1.6 Engine Brakes for Detroit Diesel Engines. General Application tnormation ser nnsneenn : 161 ‘Adjusiment of Engine Brake Slave Pistons : ar) Special Features Proce 5. enennsnnnevvmnmnnnnnnonnnnonnn 162 Fuel Pipe instalation... = — — 163 Fast idle Buffer Switch aon) Models 760/7604/765. S 167 Engine Identification Slave Piston Adjustment Housing Mounting Bolts Ball Check Valve (Mode! 760 Only) 167 168 1.7. Engine Brakes for Mack Engines . General Applicaton Information. — 1 Special Features/Procedures - - wa Valve Stern Caps enn on WT Slave Piston Adjusting Scr... mo WIZ Oil Supply Screw (675/675A), 12 Slave Piston Adjustment non : 173 Exhaust Valve Yoke Replacement . _ oars Section 2: Preventive Maintenance Introduction Recommended Preventive Maintenance Schedule ennai 2.1 Inspection Criteri Safety Valve Screw Assembly inspection a at Exhaust Crosshead/Bridge or Valve Stem Cap Inspection = 2a “Master Piston Inspection a 212 Injector/Exhaust Rocker Arm Adjusting Screw Inspection ae on DAD Slave Piston inspection ‘Crosshead Screw and Pin Assembly inspection Slave Piston Adjusting Screws Inspection ns Control Vale InspecioN nsernnrnnr ee 213 coe 213 aia TABLE OF CONTENTSSection 1: Troubleshooting Introduction Jacobs Engine Brakes ate manufactured tothe highest standards of quality. Care has been taken in every step of ‘manufacture to produce a product capable of functioning reliably at normal and peak performance. This manual has been prepared to assist the operator and mechanic in ‘orect maintenance and troubleshooting procedures that censure satisfactory engine brake operation, Troubleshooting, as discussed in Section 1, isa step-by-step procedure to determine the cause of malfunctions and problems interfering with satisfactory engine brake ‘Operation. Malfunctions and/or problems occuring inthe Jake Brake can be dlassitied as Electial or Hydraulic/ Mechanical in nature. To effectively troubleshoot the engine brake system, the mechanic must have a working knowledge of these two systems. Section 1 also descibes the basic operation of engine brakes and components, and recommends procedures to follow when troubleshooting Proper maintenance, as discussed in Section 2, will assure ‘maximum engine brake performance and a reliable service We. Safety Precautions ‘The following symbols inthis manual signal potentially eS ae 1 a | waroursomen Ara] 7 Sia | ° a oo DASH SWITCH E510 BRAKE HOUSINGS THREE-POSION DASH SWITCH FUEL PUMP ‘owirch {__1-$ rosrake Housines Fig. 147 FLECTRICAL SYSTEMSolenoid Valve ‘The Solenoid Valve cannot be avethauled or repaired in the field. f any problem ather than seal ringrlated exists, the Solenoid Vahe must be replaced. Operation Check ‘The best way to examine a solenoid valve cal for correct ‘operation fs with a volV/amp/ahm meter and then compare the readings for each solenoid withthe proper specifications. I the proper meters are nat available, a secondaty check of proper solenoid valve operation can be 100 NOT TOUCH THE ELECTRICAL {CONSECTION WHEN A SOLENOID IS ENERGIED, ELECTRICAL SHOCK COULD RETANING RNG ASSEMBLY srRING — (SCREEN waster ETAINER ~w— ScReEN REANIG FRING ~Boov Fie. 1.8 1. Apply a 12-vol (or 24-volt) source tothe solenoid esut. lectical terminal 2. When clectical power is supplied, make sure each solenoid value cap depresses. tthe cap does not depress, rplace the solenoid. i RESISTANCE ‘CURRENT DRAW PULL IN VOLTAGE : (ons) (AMPS) (wunutum) PmN | vourace | cou HoT “cow nor | co | Hor oreo | 12voc [sez 1075 | 118t0143 | 1.120123 |osato1o2 | 80 | as orerair | 24voc | 315t0385 | 382t0500 |asztos9 | oa7tooss | 170 | 2 ors6sor | 12v0c | 975101075 | 118t0143 | 1.120123 | oastoro2 | a0 | 8s D/L oveaae | 2avoc | 31510385 | sa210500 osstoo62 |oa7wass 170 | 21 oft oars" | 12v0e |a0t0100 | 11510140 | 1.0t12 |oew10 | B0t090) 10010110 018674 | 12vOC j95t0105 | 115t0140 | 1.15t01.25 | ossta1os | 95 | 11900127 orsa72* | 2avoc | sast03a7 | 433t0513 |os2t0069 | 047%0055 | 180 | 224024 SCREW 003784, | 12vC | 19810220 | 24010295 |osét061 | o4toos 90 | 9Bt121 004205, | 003433, 002689 oos7es, | 2¢voc | 19810220 | 24010295 | 10810122 | oato10 go | sat121 ‘008205, | | 003435, | 002689 | | * Current Production Solenoid Valves | D/L _Dual Lead | FiG.119 ELECTRICAL SYSTEM ns.Jacobs Models 346 B/C/D with Caterpillar PEEC* Controls FIG. 1140 * Information on Caterpilr electronics (PEEC Il) applications is not covered here and will be covered in separate dacuments. 16 - "ELECTRICAL SYSTEMTroubleshooting: CAT PEEC Controls Problem: Engine Brake is Inoperable Probable Cause: No electrical power. Correction: Connect VOM positive (+) probe to common (lower terminal of ON/OFF switch and negative () probe to ground (Fig. 1.1.11). With ignition switch an, VOM should read +12 volts. it nt, check ctcuit breaker or fase and wiring to switch and repair/replace as needed, Probable Cause: Dash switch(es) inoperative. | Fig. 34.4 Correction: ‘A. Connect postive (+) probe of VOM to center terminal ‘of ON/OFF switch and negative () probe to ground. With system energized and switch off, reading should ‘be 0 volts With switch on, reading should be 12 volts, I these readings are not obtained, replace ON/OFF switch, 8. Connect positive (+) probe to center terminal of HILO switch and negative () probe to ground. With ON/OFF switch on and HI/LO switch in lo position, reading should be 12 vols. not, check switch jumper wire and connections and repair/teplace as needed, Connect positive (+) probe to lower terminal of HI/LO ‘switch and negative () probe to ground, With HY/LO ‘witch in lo positon and ON/OFF switch on, reading should be 9 volts. With HY/LO switch in HI position, reading should be 12 vols, these readings are not obtained, replace HI/LO switch, LECTRICAL SYSTEM Probable Cause: Control module defective, Correction: De-energize the system and disconnect the harness, P/M 014383, from the ALIPS harness. Using the three clip leads, reconnect the brown, tan and pink wires, Connect the postive (+) probe tothe tan wire and the ‘negative () probe to the brown wire (Fig 1.1.12). With the system energized and clutch engaged (pedal up), reading should be 5 volts. not, eplace the control module Fis. 142 Probable Cause: ALIPS sensor inoperative. 1 oeer(osinmore | o ay ASDSTON SENN (AIS) Flo. 1143,Correction: i the previous reading was 5 volts, connect the positive (+) probe to the pink wire and the negative () probe to the brown wire. With the accelerator inthe low idle postion, the VOM should read 0 volts. the reading is ‘ot O volts, the learance between the magnet and sensor ‘may be toa large or the magnet may not be in line with the ‘sensor. necessary, realign the magnet and sensor and ‘readjust the clearance to 0.02" (0.51 mm) (Fg, 1.1.13) tf the volt meter stil doesnot read 0 volts, replace the sensor assembly With the accelerator depressed, the reading should be 5 volts H not, replace the ALIPS sensor assembWy the ALIPS sensor assembly functions properly, remove the dip leads and reconinedt the hamess, Probable Cause: Clutch switch inoperative, we FIG. 144 Correction: Connect the negative () probe to the commen, ‘ground point and the positive (+) probe to the white lead inthe main hamess (Fig. 1.1.14). Energize the system, With the dutch engaged (pedal up), VOM should cause a reading of 5 volts. If these readings are not abtained, check adjustment of clutch switch. Switch should actuate in the top travel portion ofthe pedal Readjust if necessary. If these checks are not OK, disconnect the wires at the dutch switch. Check continuity between the switch terminals. There should be 0 ohms resistance with the switch activated (contacts dosed) and infinite resistance vith the switch relaxed (contacts open). these conditions do not exist, replace switch Probable Cause: Service brake pressure switch =] Fie. 118 Correction: Connect the positive (+) probe of the VOM to the normally pen (NO) contact of the brake pressure ‘switch and the negative () probe to ground. With the system activated, suifciet air pressure to activate the brake pressure switch, cruise control switch on, and clutch pedal tp, the volt meter should read 5 volts (Fg. 1.1.15). With the service brake pedal depressed, the volt meter should read ‘wots. these readings are not obtained, replace the service brake pressure switch Probable Cause: Control module inoperative. FIG, 1116 ELECTRICAL SYSTEMCorrection: if all ofthe above procedures do not locate the problem, disconnect the wire hamess atthe engine brake spacers. Set the selector switch in Hl, accoerator in low idle, cruise control switch off and clutch switch activated, both blue and yellow wites should read 12 vols (Fig 1.1.16) Depressing the clutch should cause the voltage at each wire to drop to 0 volts. If these readings do not occur replace the contol module, Probable Cause: Solenoid Valve Correction: With the blue and yellow wires disconnected at the engine brake spacers, connect one probe of the VOM to the solenoid terminal and the other probe to ground atthe solenoid body (Fig. 1.1.17). Reading should be 9.75 to 10.75 Ohms for curent solenoid valves, P/N 016640. For early syle solenoid valves, P/N 008205, the resistance should be 198 to 22 Ohms, it ‘not, replace the solenoid valve (see Fig 1.1.9 on page 1.15). If solenoid resistance is OK, check continuity of solenoid lead wires. No reading from solenoid to connection at spacer indicates an oper circuit and wie must be replaced ELECTRICAL SYSTEMWiring Diagram for DDC Engines rowers (Gaon ¢) iI saisas 9300 Wvaovia ONTaIM 94 ANY Vo9L ‘07 s13a0" Fie. 148 FLECTRCAL SYSTEM 1170Troubleshooting: DDEC II Controls : Models 760/760A/765 and 71/92A Engine Brakes ‘The Jacobs Electronic Control Module, P/N 017179, is a sealed electronic device and isnot field serviceable. The Contsol WVodule can be operated using the standard dash toggle switches or the Jacobs Dash Switch Module, PIN 017328 0° 017346. To test if this device requires replacement, follow the step-by step procedures within the troubleshooting guide. Equipment Required for Test Voltmeter with 20,000 Ohmy/volt input impedance, minimum. Keep the voltmeter on the 20 VDC/dli scale for the 12-vole control and 200 VOC/div scale forthe 24-volt, control forall test measurements. Note: “TS CONTROL CAN BE USED FOR 12- OR 24-VOLT OPERATIONS. USE +12/24 VOLTS [WHEN REFERRING TO THE (4) BATTERY VOLTAGE, THIS GUIDE WILL MAKE REFERENCE 10 A 12.VOLT OPERATION, [ACTUAL BATTERY VOLTAGE ARAY VARY UP TO 2VOUIS, ! measuring the voltage atthe solenoid valves, make sure that al wring hamesses are connected. I the voltage at the ‘output ofthe controls measured without the solenoid valves connected, bth the BLUE and YELLOW wires wil ‘measure approximately +1 volt. These are internal voltages established by the control module when the output wires are disconnected. ELECTRICAL SYSTEM Operation Function + The inte switch module (used) is connected tothe ower input side of the contol. This is the hamess ‘with the RED and GREEN wires, P/N 015708, +The ON/OFF power switch connects the RED wire to the +12 vol vehicle electrical system providing power tthe control module. + The PURPLE and GRAY inputs select which one ofthe Dk BLUE or YELLOW outputs wall be active. The (AUX LO) GRN/VEL, (RUK HI) ORANGE, (#500) BROWN, and (CLUTCH SITICH) BLACK and WHITE inputs contol when the DK BLUE and YELLOW will be active. To allow the outputs to be active, the following must be true: 1. The dutch switch closed connecting the BLACK and WHITE wires together 2, The (AUX LO) GRN/YEL wire connected to ground evo. 3. The (#508) BROWN wie switches to ground (ovo. 4. The (AUX HI) ORANGE wire connected to ABS. if no ABS, end of wire should be insulated, Before active troubleshooting is begun, check the integity of all wiring and hamess connections to verity that connections are tight and that wires are not pinched of have scraped insulation naiWiring Diagram for DDC Engines f s9c4i0 Wis s1049 10HNOD ‘(GaoW 2) eanias Jada WYaOVId ONIAIM VZ6/LL STECOM .2IVaa_aYVE "ELECTRICAL SYSTEM 6.1139 vaneProblem: Engine Brake will not activate Probable Cause: Check supply voltage Soe ee 16.1120 Correction: With the ignition switch on, disconnect the P/N 015708 hamess from the control module connector. “Measure the voltage atthe RFD wire, Place the positive probe (+) of the volemeter on the terminal of the RED wire ‘and the negative probe (.) to ground. The voltmeter should read +12 VDC (Fig .1,20) this condition isnot present, ‘check that system is energized and check power supply Probable Cause: Check switches and connections Fie. 112 Optional Selector Switch: Disconnect P/N 015708 hamess {rom control module. Measure voltage a both PURPLE and ‘GRAY wires, With selector switch in Hl position, bath wires should read +12,VDC (Fig 1.1.21) this condition isnot present, check power supply, connections and switches. Repair or replace as required. ELECTRICAL SYSTEM Jacobs Switch Group: Disconnect P/N 017263 (017570) hhamess from Jacobs control module. Measure the voltage atthe RED wire. The voltmeter should read +12 VDC when, the main power supply is ON and 0 VOC with main power supply OFF (Fig. 1.1.22). 1 these conditions are not present, check power stiply and connections S cores (or0) eS an I | FIG. 11.22 UL \p ON (Fig. 1.1.23) with main power supply ON and selector switch in LO, the PURPLE wire should read $12 VDC and GRAY wire 0 VDC. With selector switch in [MED position, GRAY wire should measure +12 VDC; PURPLE wire 0 VDC. With selector in HI position, both PURPLE and GRAY wires should measure +12 VOC. M these ‘conditions are not present, check connections, check wiring ‘schematic for proper postion of wires to switch and/or teplace switch. = & FIG. 14.28Probable Cause: Check clutch switch, Probable Cause: Check output. = Tiremnte oe i ae ee | Ae ae | [ew NTE | Be aa | FIG. 124 — FIG. 14.26 2 Correction: With the P/N 015709 (017378) hamess. ‘connected tothe control module, measure the voltage at the terminal ofthe WHITE wire. With the clutch engaged (pedal not depressed), a reading of 0 VDC should be ‘reasured. With the clutch disengaged (pedal depressed) 2 reading of +5 VOC +/-0.5 VOC should be measured (Fig. 1.1.24). this condition does not exis, check continuity of dutch switch and BLACK and WHITE wires. Probable Cause: Check engine brake enable signal. = ont on guren 6 Bee FIG. 11.25 Correction: Disconnect 015709 (017378) hamess from 017179 module. Sear the engine. Turn the engine brake siitch OFF Place the positive probe of the voltmeter at the {terminal ofthe BROWN wire and the negative probe on ‘ground (Fig 1.1.25). Increase engine RPM to rated engine speed. The voltmeter should measure +12 VDC. Release throtte; voltage should drop to 0 VDC. When the engine reaches idle, the voltage should again read +12 VDC. If the voltage does not change, check connections and wiring. problem continues, have the engine ECM checked. spect DK BLUE and YELLOW wires leading to solenoid vale connectors. Check for loose contact, pinched wires or scraped insulation. Start the engine, turn {he engine brake switch ON and select Hl. Advance the throttle to rated speed and then release the throttle Voltage at both YELLOW and DK BLUE wires should ‘measure +12 VDC (Fig, 1.126), Note: HEN MEASURING VOLTAGE, CHECK THAT [ALL HARNESS CONNECTIONS ARE TIGHT. E THE VOLTAGE IS MEASURED WITH THE HARNESS FROM THE SOLENOID LOOSE OR DISCONNECTED, 6OTH THE DK BLUE AND YELLOW WIRES WILL MEASURE [APPROXIMATELY +1 VOC. THS 1S AN INTERWAL VOLTAGE ESTABLISHED BY THE ‘CONTROL MODULE FOR REFERENCE. : Check Jacobs control module. Correction: Measure the voltage atthe ORANGE wire ofthe control module. With system power ON, the voltage should ‘measure +5 VDC +/- 0.5 VDC (Fig 1.1.27) this condition is not present, replace module, vata ELECTRICAL SYSTEMProblem: Engine Brake performance erratic/intermittent Probable Cause: Check ground connection. Probable Cause: Check for solenoid failure. S | jot | : FIG. 11.28 Conetion: he resstance beeen the engine bockand ‘the negative termina of the battery must be less than Fi6. 1130 ohm (Fg. .1.28). The resistance between the GREEN ite ofthe engine brake control module and the negative _Correction: Measure resistance ofeach solenoid valve termina ofthe battery must be less than 5 ohms for proper (Fi. 1-130), Solenoid valves not within comect values must module operation (Fig 1-129). be repiace. I vehicle is NOT equipped with ABS system: Note: The GREEN/YELLOW wire must be grounded, preferably to RESISTANCE MAY INCREASE SIGNIFICANTLY the same point asthe GREEN wire. These wires should be WHEN SOLENOID VALVES ARE ABOVE 100" isolated from other sytem ground wives. The ORANGE wire SEE 1.19, PAGE 15, FOR ELECTRICAL ‘must not be grounded and must be insulated when notin REQUIREMENTS. use (90 ABS). Probable Cause: Check Alison ATEC automatic es equipped with ABS system: ‘transmissions. Refer to specie As or vehide manufacturers electrical Correction: Check thatthe BLUE/WHITE wire from the tring dagrams or const a Jacobs distributor for more control module is connected tothe ATEC ECM wive #211 information ‘The WHITE wie rom the contrl module is connected to [ATEC ECM wie #213. The BLACK wire from the contol Probable Cause: Check undercover wiing. eine be een i 215700 Fig. 1129 Correction: Make sure solenoid wires are secutely attached +0 the solenoid vahes. ELECTRICAL SYSTEM wasLow Engine Speed Retarder Cutoff | eae oD ie) sae al suction Src repens en? Application Chart Engine Fiywheel Cutoff Make and Model Teeth speed (Rem) | Trim Required ‘Mack Carmine NT 118 50 Gat both green/yeow and bluefwhite Cummins 10 ier 105 950 ‘Cut both geen/yellow and bive/white AT 5405 13 80 Cutboth green/yeliow and blue/white car 3406 us 1060 ut green/yellow only AT 3506, 132 910 ‘Cut green/yellow only AT 3306 156 960 Gut blue/white only Refering to the chart above, selec the engine make and model and the desiced cut-off speed (RPM) ‘and cut the Control Module wires accordingly. Install caps on the ends of wires for insulation. FIG. t18t vate ECTRICAL SYSTEMTroubleshooting: Low Engine Speed Retarder Cut-off Problem: Engine Brake will not operate. Probable Cause: Power supply wire (red) disconnected, not energized. —— ax. sos onance ‘oxrven (neo) FIG. 4182 Correction: Check thatthe connector between the vehicle power supply and the redline to the Jacobs control module tight and fee of any corrosion o ol Wit the vehicle igntion tured on, +12 VOC must be measured atthe red wire (Fig 1.1.52). fo, continue with checks. Probable Cause: Blown fuse or circuit bresk Correction: Replace fuse (10 amp) or reset circuit breaker. ‘Search for couse of blown condition, Probable Cause: Disconnected or bad fuel pump switch. dlode FIG. 1338 ELECTRICAL SYSTEM Correction: Check that connections are made and are tight Check for corrosion on terminals and clean as required. CCheck function of fuel pump switch. With the switch open, ‘the VOM should register an “O.L" condition Fg. 1-133), ‘With the switch dosed (plunger released), the VOM should register continuity Replace or adjust as needed Probable Cause: Disconnected or failed dutch switch. Fis. 1134 Correction: Check that connections are tight on the clutch switch terminals. Check that there i no corrasion on Connectors. Clean or replace as required Check the dutch ‘witch, With igntion ON and the Jacobs ON/OFF switch ON, ‘measure the voltage at 7A (Fig. 1.1.34), VOM should read +125 VDC. At position “B" with switch dosed, VOM should measure +12.5 VDC; with switch open, 0 VDC at position 7 Probable Cause: Disconnected or tailed selector switch, Correction: Selector switch LO: 125 +/- 1 VDC must be ‘applied tothe purple wite to activate the blue solenoid output wire, Selector switch MED/HI: 125 +/-1 VDC must be applied to the gray wie to activate the yellow solenoid output wire vaProbable Cause: Orange wire grounded. Correction: ABS (Aux) connection High: Orange wite for rormal operation i not used. f connected to VOM, reading should be +5 VDC. eonnected to ground, engine brake. will not operate eroune —<— ems FIG. 11.86 Probable Cause: Pink/white wire not grounded. Correction: ABS connection LOW: Pink/white wire is, for ‘most applications, connected to ground with the green Wire. not connected to ground, brakes wall not operate, VOM reading when not connected should be +5 VDC ig. 1.135), Probable Cause: Green wire not grounded or inadequately grounded. Correction: Ground reference must be 1 ohm or less ‘measure with VOM. Probable Cause: Trim wires not property cut. Correction: Check application chart (Fig 1.1.31) for proper wires to be cut FIG. 1136 Correction: Check that connections are tight with no evidence of corrosion Disconnect hammess at the control module. Measure resistance between tach sender wires; 50 300 ohms isa good reading (Fig, 1.1.56). The Motorola 7EP2035 or Volvo/White 13603-0015 will read 245 255 ohms, Readings outside the accepted range indicate a short circuit ‘or broken wire, ‘The sensor must be properly adjusted to manufacturers specifications to generate the proper signal. Probable Cause: Bad control module. Correction: If all the above steps check Ok, module FLECTRICAL SYSTEMProblem: Brake modulation does not work properly. Probable Cause: Gray and purple input wires not ‘connected or improperly connected to switch. Correction: Check for tight connections and no corrsion, + Gray wire to MED/HIGH selector position, + Purple to L0 selector position Probable Cause: Selector switch failure, FIG. 1137 ‘Correction: With the selector switch in LO position, ignition ‘ON and ON/OFF switch ON, measure voltage output at ‘purple wire (Fig. 1.1.37). Proper reading should be 12.5. *4/-1 VOC. Measure output at gray wite. Output should be VDC Select HI positon on selector. VOM should read 125 4/1 VDC at each output terminal Probable Cause: Blue and yellow output wires disconnected or reversed. Correction: Check to be sure connectors ae tight and there {ate no signs of corrosion. Check that the blue wires attached to the canter housing (housing installation) or the rear housing (2-housing installation). Insure the yellow hhamess is attached tothe front or fst and thd housings. [ELECTRICAL SYSTEM With the engine operating transmission in neutral, dash switch on, selector switch on Hi accelerate engine to high ide and then release throtle, The VOM readings atthe blue and yellow wires should be 12 VDC (Fig. 1.1.38), FG. 1138 CCheck that 12 VDCis present at housing connectors). If engine brake does not operate, remove valve covers) Probable Cause: Solenoid valve does not function. FIG. 1139 Correction: Check to be sure solencid harness is properly connected With electrical power OFF, check resistance of solenoid col VOM should read 9:75 - 10.75 ohms (Fig. 1.139). 1 it does ot, replace solenoid va.Problem: Engine Brake operation erratic. Probable Cause: Improper ground, Correction: Using the VOM, measure the resistance from the point the green wire if grounded to the engine block, Resistance must be no greater than 1 ohm, f resistance is steater than 1 ohm, the ground wite must be repositioned to the engine block The green ground and the pinkyiwhite wie must be grounded alone. Grounding with other components at 3 ‘common point may lead to "phantom signals causing erratic operation, Probable Cause: Improper or insufficient tach signal. FIG, 1140 Correction: Discannect Weather Pack connector from Jacobs control module, Measure the resistance between the ‘wo wires trom the tach sender (Fig 1.1.40). An acceptable reading will be from 50 to 300 ohms. The Motocola EP2035 or Volvo/White 13603-00153 will read between 245 - 255 ohms. Readings outside this range indicate a short crit or broken wires. Probable Cause: Check that the tach sender is properly adjusted. Correction: With engine running, measure AC voltage signal between $00 - 800 RPM and recocd reading (ig |.1-41). ‘Above 1000 RPM, the VAC should be greater. Ii isnot, replace the sending unt. Fig. nat Probable Cause: Insufficient tach ground Correction: Measure the resistance of each tach sender wire to ground (Fig, 1.1.42) The one wire with a reading of © ohms is at round potential. This wire should be cut and the two ends insulated. the problem continues, add & seperate sending unit forthe low speed signal. FIG. 142 1120 FLECTRICAL SYSTEMBasic Wiring Diagrams BASIC. WIRING DIAGRAM FOR NON-ELECTRONIC 2-MODE SYSTEM “TWO-DASH SWITCH CONFIGURATION re Ho ‘oworr rine winder Hx ‘nee BASIC WIRING DIAGRAM FOR NON-ELECTRONIC 3-MODE SYSTEM mcr bk: a ong Ast e ° center Front ELECTRICAL SYSTEM NONE BRARENOUSINGS FIG. 11.43Caterpillar Cab Controls _ 1994 CAB CONTROLS FOR CATERPILLAR 3176B AND 340GE RETROFIT omnis “mea Oe | ‘catia! A | | ! FIG. 1444 vga ELECTRICAL SYSTEMWiring Diagrams for Caterpillar Engines (609) wassks onrwvas x00FUNY Hu oroHA ‘OKZ ONY O14 4O SAXITUd YIGNNN TVIES HLIM GANIONA OLIG AYTIAAAIVO BOS WVAOVIG ONIIIM ALIE ONY ALIE ‘L1G “ALI “VLIE9 “L169 ST20ON «2xvAa ave FIG. 1145 vas FLECTRICAL SYSTEMg g Diagrams for Caterpillar Engines Wi Jandy vasa op S63 eons (av) nasexs owas Yoon snosaM aTOHAA ‘9kz2 GNY O1L 40 G3XIdS¥d UIAWNN TWRS JINIONA OL@ BV TUANALVO YOd WYAOVId ONRIMA 3LIE ANY GLIC "2LIe “ALIE VLIGD ‘L129 ST3GOW «VRE FAVE FIG. 1146 FLECTRICAL SYSTEMWiring Diagrams for Caterpillar Engines CATERPILLAR 3406B AND 34066 PEC Ill ENGINES. WITH SERIAL NUMBER PREFIX OF 4CK JAKE BRAKE* APPLICITIONS FOR | VEHICLES WITHOUT ABS | cee wor ota? 2 sents oR Sats a | riko se Hanes g rmgeess 3 Creo —ainveo SF -BRONN—™ TO FIN 22 CATERPILLAR INTERFACE. CONNECTOR LLOwW—— BE} REAR FRONT HOUSING HOUSING FG. 1447 ELECTRICAL SYSTEM 125Wiring Diagrams for Cummins CELECT oe i 2Noxa ‘SANIONG MIM ONY 93730 O11 SNINWIND YOd AVEOVIC ONTHIM eSIVaE SVE FIG. 1148 ELECTRICAL SYSTEMsusie an aNIONa Wiring Diagrams for Cummins CELECT ‘ANION 103739 FIN NY SG@IN GNINHIND YO4 WYBOVIC ONTHIM o3 VAG SWE FiG.11.49 "LECTRICAL SYSTEMngines seouiey, s2ejsoau) o149p ssowie} sosueg ousbug Wiring Diagrams for DDC E: WY8OVIG ONISIM I Savas 9500 994 GNV VO9L ‘09L $1300W o3x¥ua B¥VE Fig. 1150 ELECTRICAL SYSTEM 1138Wiring Diagrams for DDC Engines — ae oe = === PES fae re SS3NAVH 39V4aaINI 31OIHaA SGANAVH YOSNAS 3NIONA WV8OVIG ONTAIM Iii GaIdaS 9400 OGL THGOW pW aT Fie. 1181 vas ELECTRICAL SYSTEMWiring Diagrams for DDC Engines onan usu po oe Se > teri SS ‘SSANUVH SOV4YaLNI F19IHAA SSANAVH YOSNAS ANIONS WVADVIG ONPAIM II SaIwaS J4G0 VEGI THGOW ova SWE Fig. 1182 FLECTRICAL SYSTEM1.2 Hydraulic/Mechanical Theory of Operation When an engine brake is energized. a power- producing diesel engine is converted into a power absorbing air ‘compressor. As shown in the schematic diagrams below, this is accomplished by the motion of a mastersiave piston arrangement. Near the top of the normal compression stroke, the cylinder exhaust valves open releasing a compressed, cjinder charge to the exhaust system, Preventing the engine from producing positive power. Operational Sequence ‘Step 1 (Fig. 1.2.1) The main components ofthe hydraulic system are the solenoid valve, the control valve, the master piston and the slave piston. The control valve and the solenoid valve regulate the flow of the engine oi which acs a lake Brake hydraulic fluid, As shown in this igure, when the Jake Brake is notin operation, the solenoid vale is closed, preventing engine oil from entering the ster and allowing ol 0 drain to the sump from the previous operation. FIG. 121 HYDRAULIC/MECHANICAL Step 2 (Fig, 1.2.2) When the solenoid valve is actuated, ol fils the passageway to the control valve, This exerts enough force to false the control valve inside ts bore and unseat the check ball inside the conirl valve. Engine ol then flows out through the contro! valve cross-port ils the passageway between the slove and maste pistons, and forces the master piston down agains the injector rocker lever adjusting crew, oF in some engines the exhaust rocker lever adjusting screw ‘of an alternate cjinder. This sequence connects engine camshaft motion to engine brake timing. Step 3 (Fig. 1.2.3) ‘When the rocker lever adjusting screw contact the master Piston oil pressure increases and seats the check ball inthe ‘control valve. This creates a closed hydraulic sytem between the slave and master pistons. The ol pressure in the closed system increases and forces the slave piston down against the exhaust vale crosshead (bridge). The exhaust valves then open just before the engine piston reaches top dead center, releasing compressed air fromm the finderWhen electrical power i disco inued to the solenoid vale, engine lube ol is blocked from entering the brake housing, The inner control valve spring forces the control valve to the bottom of the control valve bore. The entrapped oil rom the master piston/slave piston circuit can now escape from under the contol valve cover, ending the engine brake. ode. To FI6.123 Brake Housings and Rocker Groups Inspection Before inspecting the brake housings and rocker {roups, remove over-engine equipment such as ait he and turbocharger crossover pipes, plus the valve ‘mechanism upper covers. With the valve covers removed, start the engine and le the engine warm up to operating temperature. Manually depress the solenoid cap and make the following checks. WEAR EVE PROTECTION AND DO NOT EXPOSE YOUR FACE OVER ENGINE AREA, “TAKE PRECAUTIONS TO PREVENT OI LEAKAGE DOWN ON THE ENGINE, WHENEVER ENGINE IS RUNNING AND VALVE ‘COVERS ARE REMOVED, OL SPLASHING IN “THE ENGINE BRAKE AREA COULD CAUSE PERSONAL JURY, 2. In Models 53/71/92 series, Models 59/903, 336 ‘and Model 404, check all oil connector screws and seals to ensure that oilis being transferred to the ‘adjacent housings and screws are not loose or broken b. Inspect the nylock plugs on housing ends where applicable to make sure none are leaking. ‘<_ As solenoid cap is depressed, check master piston assemblies to ensure that no binding occurs and all drop from their respective bores evenly and immediately nove IN SOME CASES, IDLE OIL PRESSURE IS NOT [ADEQUATE TO OPERATE THE ENGINE BRAKE (SEE FG 125 FOR OM PRESSURE REQUIREMENTS), 1 ToS CONDITION ENTS, ANSE THE RPMS BY USING THE THROTTLE RELEASE THE THROTTLE AND THEN MANUALLY DEPRESS THE SOLENOD, 4d. Look for any cracks in the engine brake housings. Look fr leaks from the solenoid upper seal area, 2. Release solenoid cap and check for 2. Immediate shutoff. Check the condition of oi! ‘exhausted from the control valve cover ‘exhausted oil has bubbles ors foamy in appearance, ai is present in the system. Repeat this procedure several times. if aeration continues, the source of aeration must be determined before continuing with diagnostic procedures. Aeration ‘causes a spongy brake because of reduced piston travel b. Quick and complete master piston retraction. Engine Brake Housing Oil Pressure Check To propery troubleshoot the engine brake, the mechanic ‘must know the supply oll pressure reading to the engine brake housing. The mechanic must understand thatthe ofl pressure reading on the instrument panel gage isnot the same as at the engine brake housings. fry ‘HYDRAULIC/MECHANICALInsufficient oil pressure to compress the contral valve return spring of to cause deflection ofthe master piston retuin ‘pring wll prevent the brake from working. Partial or incomplete compression and deflection ofthese springs fcom marginal el pressure supply will produce marginal, ‘any, brake performance. note {WHEN MAKING OIL PRESSURE CHECKS ON JACOBS MODELS 401,408 AND 760 (NOT ‘0A OR 765), 1S NECESSARY TO START AT IDLE SPEeD AND THEN GRADUALLY INCREASE RPUS. THE ONE WAY CHECK VALVE IN THE HOUSING ENTRANCE PREVENTS THE TOTAL ESCAPE OF ENGINE ‘LF FULL RPM OL PRESSURE IS TAKEN FFRST, THAT PRESSURE 's ACCURATE. HOWIEVER, WHEN THE RPMS ARE LOWERED, THERE'S ENOUGH ENTRAPPED OIL 0 GIVE AN ARTICOALLY HIGHER READING. TO (CORRECT THIS CONDITION, LOOSEN THE ‘SOLENOID ADAPTERS AND ALLOW THE PRESSURE TO BLEED DOWN, THEN RETIGHTEN THE ADAPTER AND RECORO THE PRESSURE. SHUT DOWN THE ENGINE BEFORE LOOSENING THE SOLENOD, toil pressure is insufficient for engine brake operation, the engine should be examined by an authorized facility Oi may be leaking past cam bearings, rocker bushings, or other ci pressure-ed engine bearings, if worn. This can produce insufficient oll supply to operate engine brakes. Brakes ‘could operate an higher RPM levels, but fade out at lower RPM levels. ‘On some of today’s new diesel engines which operate at lower average regulated ol pressures, ol pressure values below 1000 RPM are not of great concern. Below this ‘engine speed, the engine brake is least efficient. The old standard that the engine brake should stall the engine at idle asa troubleshooting technique is now outdated. High oil pressure or “over pressure" can also cause poot braking by forcing the control valves to shut off the engine brake units. This can occur on models that have the control valve double spring over pressure system, The double spring system allows the control valve to shutoff the engine brake before oll pressure reaches a level which can cause the slave piston to jack. ‘See Fig. 1.25 for specific ol pressure requitements for the Control valve springs used in the brake model you are ‘working on, FiG.124 Oil Pressure Test Kit, P/N 018280 4ILNo. Part Name ’ Pressure Gauge 2 Body, Control Valve - Pressure Test 3 Solenoid Valve - Pressure Test 4 Adaptor Pressure Test 5 Solenoid Seal Ring © Solenoid Seal Ring 7 Solenoid Seal Ring 8 ——_Conttoi Valve Cover Removal Tool Nl Tool Box NI Instructions - Pressure Test NE Chart, Oil Pressure ‘The tools inthis kit can be used to determine engine oil pressure available for operation of any model Jacobs engine brake. Complete instructions are contained in the kit. TO PREVENT PERSONAL INJURY, WEAR SAFETY GLASSES AND USE CAUTION WHEN WORKING ON AN ENGINE. WHEN ENCINE IS RUNNING, COVER OPEN AREAS WITH TOWELS TO REDUCE ONL SRA, HYDRAULIC/MECHANICALPreliminary Checks |. Before staring engin, check the following 2 Gillevel on dipstick. Over or undrfll condition in crankcase wl cause aeration in the engine brake hydraulic system. I oillevelis questionable, reer to manfactre's chart for comeatdpaickcaloration.Re-airate necessany. . Concton of engine lubricating olor presence of {uel or water or both, This indeates engine problems end must be conected 2 Check engine brake slave piston setting and engine valve injector setings. See appcable instalation and Serie Iterture 3. Weak intermittent a no engine braking may be due to electical, hydraulic or mechanical problems Porto Using the test hit check al elecncal components Switches wiring and save piston adjustments. ry | ZI S | a y CONTROL. VALYE. FIG. 128 NOTE: ‘COMPONENTS USED WITH THE CONTROL VALVES IN VARIOUS ENGINE BRAKE MODELS MAY DIFER (SEE FIG. 1.2.5), RE SURE ALL PARTS ARE REINSTALLED INTHE SAME ‘ORDER AS REMOVED. REFER TO INSTALLATION taAMUALS FOR SPECINC [MODELS IN QUESTION. erase = EARLY PRODUCTION | PIN 001824 FIG. 12.6 Control Valve Component Inspection REMOVE CONTROL VALVE COVERS ‘CAREFULLY. CONTROL VALVE COVERS ARE [UNDER LOAD FROMTHE CONTROL VALVE SPRINGS. REMOVE WITH CARE TO AVOID PERSONAL INJURY 1. Hany ofthe above problems ace found, inspect the control vaive components ofthe questionable ofinder for the following 2 Broken control valve springs. b. Smooth movement of the cantel vale in its bore. Spring tension and check ball seating in the base ofthe control vale body. 2. Apply pressure tothe control valve cover and slowly femove the hex head capscrew or snap ting. Slowly ‘aise the cover until all spring pressure i relicved, 3. Remove the control valve springs and other ‘component, if applicable 4. Using needle-nose pliers or fingertips, reach into the bore and grasp the stem of the control valve. Pull the ‘vale straight up and out of ts bore. If binding occurs, clean or replace if necessary. aa HYDRAULIC/MEGHANICALaa J FiG.127 | CURRENT PRODUCTION 1 — rintoo1200 PIN on@s0 Be eee | emorzes rors FI. 12.8 HYDRAULIC/MEGHANICAL Engine Brake Oil Pressure Requirements Current Production Engine Brake Models Fill Over Control Control Valve Flow Press, Model Valve Springs PSI ST 317B/C 018458 O10504/19190 185075 €336/A 011950 007500/010843 16-80 95 340011950 011435/011434 1678 100 349/A 011930 011823/011434 20.87 95 s0a8G 011283. 011825/011253 205375 4040011283 007500/011253 25568 78 425A 011930 007500/001519 22.5365 450 011930 007500/010843 16-00 95 440/A 011950 007500/011253 25.65 70 6808011930 005109/010843 35.90 110 e808 11950 011823/010843 25.85 '50 71/92A 011930 007500/011434 15-7785 TeOR/755 011930 018179/001519 25-56 78, Past Product Engine Brake Models C3I7A 18434 001516/011253 25-56 78 46001200 01518 254 N/A C3468/C 011930 011435/011484 1678 100 20 (001200 991012 20-58 N/A 30/258 001521" 001518/001519 25-56 78 308 011283 007500/001519 1554 66 59/598 001521 003109/003110 35-78 92 598, (001521 005109/010843 35-104 110 903 (011930 001516/010883 25.20 90 200001200 003410. N/A K1150 001200 006536 Ter N/A K1200 001521 007500/001519 15-54 66, 400,400H 011283 007500/001519 15-54 66 4014/B/C 007505" 007500/011253 15-45 65 404/4048 011283 011825/011253 205375, 408C 011283 007500/011253 2556 78 425/420 011930 007500/001519 22.53 65 443 011930 007500/011253 25-65 70 675, 001200 01518, 25+ N/A 675A 011930 011435/011454 16-78 100 53A 011930 o01012/001519 225365 760 011930 001518/001519 25.56 78 * The Jacobs control valve, P/N 007505, has been superseded by P/N 011283. The Jacobs control vale, P/N 001521, has been superseded by P/N 071930. ‘Acamnon 100 NOT INTERNIX SPRING COMBINATIONS.1.3 General Problem Analysis Tools and Parts Available for Servicing and Maintaining Jacobs Engine Brakes Tool Box oo! Box for All Models: P/N 017469 Too! Boxes fr Engine Families Caterpilla: P/N 017465 ‘Cummins: P/1 017468, Detioit Diesel: P/N 017466 Mack: P/N 017467 Tool Box oniy: P/N 017471 Oil Pressure Test Kit Use foal ake Bake models to troubleshoot wesk and/or 10 engine brake conditions Check engine el supply pressure atte engine brake Solenoid valve andthe contol valve. Pressure gage, three adaptor seals and control valve cover release tool packaged n'a sturdy case Includes laminated chart with specifications forall past and ‘ment models Tune-up Kits Genuine lacs replacement pars Everything needed for a complete tune-up in one convenient package. Complete step-by-step instructions. Al parts include the latest lacobs design improvements. Al pats backed by full Jacobs replacement parts warranty ‘GENERAL PROBLEM ANALYSISProblem: Engine fails to start Probable Cause: Solenoid valve stuck in “on” position. Cotrection: Ensute that electrical current is off to engine brakes. If solenoid valve remains “en” (cap dow) wath, current of, place solenoid valve Problem: Engine brake will not operate Probable Cause: Blown fuse, open electrical leads. Correction: Look for short circuit in witing. Replace any broken, bile of chafed wires. Check solenoid tab fr signs of shorting; replace if necessary. Replace fuse (10 amp), Prabable Cause: On/of switch, clutch switch, throttle switch or multi-position switch out of adjustment or defective, Correction: Use a vol/ohm meter to make certain that there is electrical curent avalable at both terminals of each switch, Readjust if needed or replace if voltage will not pass ‘through switch, DO NOT TOUCH ELECTRICAL CONNECTION [WEN SYSTEM! IS ENERGIZED. Probable Cause: Incorrect electrical power source. Correction: Power supply must be a minimum of 12 VDC. Recommended power source if from the key switch “on” Position. Ensure that power is not taken from a source with 4n additonal on/off switch, ie, ight switch. Make sure ‘wiring i in accordance with Jacobs installation maral for brake model Probable Cause: Low engine oil pressure. Correction: Determine oil pressure at engine brakes using procedures given in this manuel (see Section 1.2 for oi! Pressure requirements). If il pressure is below specifications, engine should be repaired in accordance ith manufacturers’ procedures. Problem: Engine brake. activates with switches open (off) Probable Cause: Center solenoid valve seal ring damaged. Comection: Remove solenoid. Replace al eal ings Probable Cause: Engine brake improperly wired, Correction: check wing in accordance with Jacobs wing digroms Problem: Engine brake slow to operate or weak in effect Probable Cause: Lube oll cold and thick, Correction: Allow engine to warm before operating brekes. Probable Cause: improper slave piston adjustment or slave piston binding in bore. Correction: Readjust in accordance with Jacobs procedures for model brake in question. Ensure that slave piston tesponds smoothly to the adjusting screw by loosening jer fut and screwing the screw through it ful travel for ful slave piston motion. Make sure piston travels full ange without binding or sticking REMOVE SLAVE PISTON CAREFULLY WHEN DISASSEMBLY iS NECESSARY, USE EMER THE JACOBS SLAVE PISTON REMOVAL TOOL ‘OR AN ARBOR PRESS. SLAVE PISTON SPRINGS ARE UNDER HEAVY COMPRESSION, Probable Cause: Lower solenoid seal damaged, allowing oil to exit housing. Correction: Remove solenoid valve and replace all seat tings. Probable Cause: Solenoid screen clogged, stopping. supply of oll to brake, Correction: Remove solenoid valve and clean or replace GENERAL PROBLEM ANALYSISProblem: Engine brake slow to operate or weak in effect (cont.) Probable Cause: Master piston not moving in bore. Correction: inspect maste piston and bore or scoring or bums if ny present, dean surface with crocus doth i unable to remove Buns, eplce piston or housing. Inspect lube oi fr sighs of contaminants ny ae present, replace ol and ters and conect cause of contamination Probable Cause: Control valves binding in housing bore, CConection: Remove contol vale. bodys scored replace contol vl. Check for cntaminans in be ol lean housing and contol valve. binding continues, place housing Probable Cause: Control valve defective. Correction: Remove contol vale. Make sure check balls seated in bore and can be moved of seat. Make sure there is sping pressure against ball Flush in cleaning solvent. Replace # necessary Probable Cause: Switch operation sluggish. check dash switches, clutch switch trot suitch ‘Correction: Readjust or replace switch. Check thrate or dutch return springs for proper operation. On 71/924, ensure engine is going to "no fue” positon and governor ‘ser beanmg is allowing te governor operation. Probable Cause: Solenoid valve operation erratic Correction: Check solenoid vale using electrical specifications explained inthis manual oy, with key on, bake switches on and engine of activate solenoid electrically. Ensure solenoid cap depresses 'D0 NOT TOUCH ELECTRICAL CONNECTION [WHEN SYSTEM IS ENERGIZED. Probable Cause: Engine broke housing plugs leaking. Correction: Check plugs fr signs of leaks. If Teaks are present, remove plug, clean threads and install at 100 Ibn, (11 Nem) torque. Use Jacobs plugs. Probable Cause: Outer contro valve spring broken, or engine oll pressure extremely high (see Section 1.2) Correction: Outer control vive spring broken allowing ‘control valve to over-index. Problem is engine lube system, ‘Consult appropriate engine repair manual for causes of high lube oil pressure. Problem: Oil pressure dropping below minimum required for engine brake operation Probable Cause: Upper solencid seal ring damaged. Correction: Remove solenoid, Inspect seal ring and replace all seal rings. Probable Cause: Damaged oil supply seals under or between housings. Correction: Remove housing and replace seals, Inspect for cracked or broken oil connectors replace seal. Correction: Check for aeration of the ol. Activate, then deactivate engine brake. Watch escape cil coming from control valve cover. foil has bubbles ori foamy, ait is present in system. Aeration can be caused by the crankcase being too ful of oil or not enough oil bing present in the ‘rancase, a crackin the oil pickup tube or leaks inthe oil, Suction tube of hose. Cotte in accordance with manufacturer's procedures. Probable Couse: Lubricating oil being diluted by fuel oil Correction: Have an ol analysis of lube oil to determine i fuel is present. Comect per engine manufacture’s procedures. Probable Cause: Low engine oil level, ‘Correction: Consult engine manusl for spectications. Add ‘il or re-clibeate dipstick as required. Probable Cause: Wom engine rocker lever bushings. Correction: Replace bushings in accordance with engine ‘manufacturer's procedures Probable Couse: Oil leaking from around cylinder head. Correction: Repair causes of leaks. Probable Cause: Restrictions in the oil passages leading to engine brake. Correction: Inspect all the passageways, remove any items restiting ol flow. Probable Cause: Models 401, 404 and 760 only (not 1T6OA of 765). Check ball valve assembled inversely oF more than one spring is used. Correction: Remove check ball valve. Check number af springs used, Reassemble, using one spring in the following order ‘Mode! 401: Fest insert the spring, then the bal, washer and retaining ring. Models 208 and 760: Fist inser the ball then the spring and plug ‘GENERAL PROBLEM ANALYSIS‘Problem: One or more cylinders fail to stop braking or engine stalls. Probable Cause: Control valve inner spring broken. Correction: Replace inner spring. Probable Cause: One or more control valves stuck in “on" or up position. Correction: Check contol valves for binding. Remove and ‘dean or replace if necessary Inspect lube of for contaminants. Probable Cause: Solenoid valve sticking in “on” position. Correction: f solenoid value cap remains down with no electric current being supplied, replace solenoid valve Probable Cause: Center solenoid seal ring damaged. ‘Allows oil to enter brake with solenoid valve closed. Correction: Remove solenoid and replace all seal rings Probable Cause: Solenold valve exhaust plugged. Correction: Remove any restrictions at exhaust (bottom) of solenoid vate. Probable Cause: Clutch switch or throttle switch stuck in “on” position or out of adjustment. Correction: Check fr proper operation, Readjustor replace as needed Problem: Engine misses or loses power. Probable Cause: Slave piston adjustment too tight. Correction: Readjus slave piston clearance in accordance ‘with appropriate Jacobs installation manus Probable Cause: Insufficient clearance between exhaust 40486 Standsrd 0094391677837 Shon 012397017260 onal Shoat slave pistons may be required where cylinder heads {and exhaust valves have been reworked. Vale stems may protrude too high above cylinder head to allow for suficent dearance between slave piston and crosshead screw and pin assembly ‘igh Fn Presue) if an ep So FIG. A4s7 ENGINE BRAKES FOR CUMMINS ENGINES1.5 Engine Brakes for Caterpillar Engines Model 346D Special Features The Model 3460 Jake Brake Engine Retarderis designed Exhaust Rocker shaust Rocker Adjusting Scr Screw and approved for use on all Catepiler engines: 3406, 34068 and 3406C (with an serial number of SKIO7@00 and above or with an engine serial number of 52316182 and above). The Model 56D replaces the former Models €546, (C346A, C3468 and C5A6C. ¢ a oo f Pye» i Ca6n a _cseesyem__| i Fi6.19.2 ‘The large headed screws can be used with CB46A and (C346 housings. Flarge-headed screws are used on C546A 9.1 and C346 housings Model C3468/C/0 moster pon : retum springs must azo be used See parts anal for prt Master-Slave Circuit Relationship number Listed in Engine Firing Order = 7 Slave Piston Adjusting Screw Location of Location of Master Piston slave Piston _Actuates g 4 No.1 Pushrod No.3 Exhaust Valve | No.5 Pushrod No. 6 Exhaust Valve : No.3 Pushrod No, 2 Exhaust Valve No.6 Pushrod No. 4 Exhaust Valve No.2 Pushrod No. 1 Exhaust Valve No.4 Pushrod __No.5 Exhaust Valve = _ _ nant cue teat ee 6.183 conan 2 ENGINE BRAKES FOR CATERPILLAR ENGINES. TsThe Models C346 and C3468 use an adjusting screw with a spring loaded vale atthe slave piston end, Note tha the adjusting screws are diferent and have diferent part ‘numbers and are not interchangeable. The adjusting screw valve seals the center hole in the slave piston during engine brake operation. The piston used in the early production (C5468 also has a 0.025" (0.64 mm) diameter bleed hole located to the side of the center hole. The Mode! C346A uses a solid adjusting screw and a solid slave piston (no hole through the top). Note: 11 RECOMMENDED THAT C3464 HOUSING BE CONVERTED TO INCLUDE NEW |ADIUSTING SCREWS AND SLAVE PISTONS. THESE PARIS ARE ONES CURRENTLY USED IN (Gsa60 HOUSINGS Aeamnon Sou nowsicscREWS MUST NOT aE seo mmooeLcssa coe, 306 aN Saco nousntssechse fe HOLE WE qor or mestavepcrow vn Norse SEALED AND ENCRE Ott mB LS bxcess Ou ta OE SPuLZD THE owen Acumen DO NOT TAMPER WITH THE ADIUSTING [SCREW ASSEMBLY. ENGINE DAMAGE COULD RESULT, nore: FOR C3488 APPLICATIONS, A “Bs UPGRADE KG” CAN BE INSTALLED TO IhaPROVE [RETARDING PERFORMANCE, SEE A JACOBS DISTRIBUTOR OR DEALER FOR DETALS. ft 16.104 Model 349A The Model 349A Jake Brake Engine Retarderis designed ‘and approved for use on Caterpillar 54068 ATAAC (Air-to {lr After-cooled) engines with PEEC or mechanical fel controls. The Mode! 349 replaces the former Model 349, FIG. 185 Acauron | THE MODEL 34915 NOT Y0 BE INSTALLED (ON 34063 ENGINES WATH SERIAL NUMBERS. LOWER THAN 77839279 OR ANY 3406 ENGINES WITH THE 92U SERIAL NUMBER PREF, Master-Slave Circuit Relationship Listed in Engine Firing Order Location of Location of Master Piston Slave Piston L ee Aeenes i | No. 1 Pushrod No. 3 Exhaust Vale No. 5 Pushrod No. 6 Exhaust Valve No. 3 Pushrod No. 2 Exhaust Valve No. 6 Pushrod No, 4 Exhaust Valve No. 2 Pushrod No. 1 Exhaust Valve No. 4 Pushiod No. 5 Exhaust Valve cuners "ENGINE BRAKES FOR CATERPILLAR ENGINESModel 349A Operating Schematic | |SOLENOID VALVE } PLENUM TRIGGER VALVE CHECK VALVE gt ave PISTON ADJUSTING. ‘SCREW as CO CYLINDER NO. 3 (TYPICAL) ExHaust ROCKER ARM Fi6.15.6 Exhaust Blowdown ‘The braking cycle is accomplished by utilizing the pushrod ‘motion ofan exhaust vale of another cylinder duting ts ‘normal exhaust cyce. Referring to the chart above, Cinder No. exhaust pushrod opens the exhaust valves of Cylinder No.3 in this sequence: 1. The energized solenoid valve permits engine lube ol to flow under pressure through the control vale to both the master piston and the slave piston. 2. Oil pressure causes the master piston to move down, ‘coming to rest on the corresponding exhaust racker ‘21m adjusting screw. See the accompanying chat for ‘master/slave operation relationship, 3. The exhaust rocker pushrod begins upward travel (as in normal exhaust cycle) forcing the master piston upward and creating a high pressure ai flow to the delay piston, 4 CYLINDER NO. 1 (TYPICAL) The delay piston moves and compresses the plenum cil to high pressure. The delay piston and plenum act as a high pressure “spring” to activate the slave piston at the appropriate time, The master piston continues moving upward and at the appropriate time, opens the tigger valve. High pressure oll lows from the delay piston through the tigger valve tothe slave piston, Te slave piston moves down, contacts the exhaust valve bridge and opens the exhaust valves releasing compressed eylindet ait tothe exhaust manifold Compressed air escapes to atmosphere, and energy spent compressing air is lost, providing retarding power. ‘The master piston moves down, the slave piston retracts and the trigger resets, completing the compression braking cycle, [ENGINE BRAKES FOR CATERPILLAR ENGINESSlave Piston Adjustment For correct slave piston adjustment procedutes and settings, refer to specific installation manual and current service publications Trigger Valve Adjustment nore REMOVE TRIGGER CAPS AND SPRINGS FROM [IL CYLINDERS BEFORE ADIUSTING TRIGGER, Tigger vale travel adjustment is set according to the settings shown inthe following chart Trigger Adjustment 1991 and later ‘Model Year | Cylinder Pre-1991 34068 and 3406¢ No. Model Year 400HP All Others 1 0.100" o.100" 0.130" 095" ‘0.100" e110" All adjustments are + 0.003" CHART 4 ‘CYLINDER NO. 1 TRIGGER VALVE SETTING ON 1991 AND LATER MODEL YEAR ENGINES {WITH 400 HORSEPOWER IS DIFFERENT THAN FOR THE OTHER CYUNDERS ON THAT Note: "TRIGGER VALVE ADIUSTIAENT AS WELL AS SLAVE PISTON ADJUSTMENT MUST BE MADE ANY TIME THE BRAKE HOUSINGS ARE REMOVED AND REPLACED. After the engine valves and slave pistons are adjusted on all oglinders, the tigger valves should be adjusted using the ‘tigger adjusting group shown in Fig. 15.7 Aearreon MAKE THS ADIUSTMENT CAREFULLY AND [ACCURATELY TO ASSURE MAXIMUM ENGINE. BRAKE PERFORMANCE AND TO PREVENT POSSIBLE ENGINE ONAGE. THE JACOBS TRIGGER ADJUSTMENT GROUP IS REQUIRED FOR Tats ADJUSTMENT, Fie. 1.87 Remove tigger caps and springs from ALL cylinders before adjusting the trigger. Do not remove tigger valve (Gee Fig 1.5.8), The frst trigger adjustment should be made on the finder last adjusted for sive piston lash, FIG.158 Install the dal indicator assembly into the trigger valve Bote (ee Fig. 1-59). Hend tighten, metal to metal contact only 16.159 13aIndicator extension wil contact the tigger valve and push the master piston down slightly (see Fig. 1.5.10) Note: THE MASTER PISTON MUST NOT COME IN CONTACT WiTH THE EXHAUST ROCKER ADIUSTING SCREW A TIS TIME FIG.1510 Set the indicator to zero. Rotate the engine crankshaft slowly in the direction of totation. The exhaust rocker adjusting serew wil contac the master piston and the dial indicator needle will begin to move. Record the maximum travel of the Incicator Travel must be set according to Trigger ‘Adjustment Chart (Chart 3) on page 1.5.4 5. Use the following procedure to adjust the trigger travel The indicator travel must be within +0.003" of specific trigger adjustment as shown in the chart on page 15.4 necessary to futher adjust tigger travel A. Remove the dial indicator/adapter assembly and insert 2 long 5/32" hex key wrench through the tigger valve bore and into the master piston assembly (see Fig 15.11). Fis. 153 Insert the Jacobs master piston holding wedge ‘between the master piston and exhaust rocker ‘adjusting screw. Push the wedge in until the mastet piston bottoms in ts bore (see Fig. 1.5.12). This wil prevent the master piston from turning while the twigger adjustment is being made FIG. 158 Push down on the hex key wrench. This unlocks the adjusting screw from the hex pin (see Figs 15.13 and 1.5.14, next page) Refer tothe original recorded travel found in Step 4 on previous page and adjust by pressing the hex key trench against spring pressure, Maintain pressure ‘while turing clockwise to decrease indicator travel or Counterclackvise to increase indicator travel. Each hex {60> equal approximately 0005" inate rege) ra ENGINE BRAKES FOR CATERPILLAR ENGINES,a sasren Peron FIG. 1838 156 Fig. 1814 ' aoyverine __ Remove the hex key wrench, The adjusting screw must be locked. the adjusting screw is not locked (screw can turn), rotate the sev slightly until the hex pin ‘snaps into the adjusting screw, The screw is now, locked in postion, ‘SPRING PRESSURE ON THE HEX PIN SHOULD LOCK THE ADJUSTING SCREW iN POSITION. WHEN PRESSURE ON THE HEX KEY WRENCH IS REMOVED. IF THE SCREW 15 NOT LOCKED, THE ADJUSTMENT CAN CHANGE AND POSSIBLE ENGINE OR ENGINE BRAKE DAMAGE CAN RESULT. Reinstall dial indicator assembly. Recheck tigger travel by rotating engine crankshaft back and forth: Repeat setting procedure, if necessary. Replace trigger spring and cap. Tighten cap to 35 fbf. (a7 Nem. Continue adjustment of remaining ofinders inthe ‘engine fring order. Recheck torque on all si tigger cops, ‘ENGINE BRAKES FOR CATERPILLAR ENGINESModels 317D/317E ‘The Mode! 317D Jake Brake engine retard has been ‘designed and approved for use on pre-1991 and 1991 ‘model year 3176 Caterpillar engines. The Mode! 317 replaces Models C317, C317A and 3176. ‘The Model 317E Jake Brake engine retarder has been designed and approved for use on 1992 ar later 3176 engine applications. The Model 317 replaces the Model 317 FIG. 1835 Power-Lash® To ensure optimum exhaust valve opening duting engine brake operation, a Power-Lash assembly is incomporated in the slave piston adjusting screw. ‘A. The hale in the slave piston is sealed by a plunger in the Power-Lash.A spring holds the plunger extended for the desited travel ofthe slave plston (Fig. A next age). 8. When the desired travel ofthe slave piston and exhaust valve opening is achieved, the hole is uncovered and the high pressure ol escapes tothe area below the contel valve (Fig 8). C._ The control valve moves up, compressing the stop (large) spring, providing a small volume of stored” oi, ready for the next engine brake cyte. the reduced oi Pressure allows the slave piston to return to ts starting Dosti, against the slave piston screw (Fig, C), wae o[ FIG. 18.16 ENGINE BRAKES FOR CATERPILLAR ENGINESHousing Assembly _ ' Differences Models €317/C317A/317B/317C Mounting methods for the C817 and C3178 housings are diferent because of the height diflerence shown in Fgs. 1.5.17 and 1.5.18. See brake housing installation section for specitic installation procedures — FIG.1518 ‘The clip valve, P/N 014811, orginally used with the (C317 and 317A housings has been superseded by the Power-Lash” assembly. For proper part numbers for the Power-Lash for Models C317, C3178, 3178 and 3176, refer to Jacobs curent parts manuals and service literature Part ‘numbers ae located on the tp of the screw bod, ‘The master piston assembly for Models C517 and C317Ais shown in Fig 1.5.19, with the master piston assembly for Models 3178 and 317C shown in the insel. Master pistons ‘and housings are not interchangeable. FIG. 18:19 Model C317 Only note THE FOLLOWING Six STEPS APPLY TO MODEL (317 HOUSINGS ONCY AND WOT 10 THE Gra The extended stu, P/V 016088, has been replaced by bolt, P/N 014800. tis recommended that whien servicing oF instaling the C317 engine brake, the extended stud, P/N 016088, be replaced by bol, P/N 014800. Use the following procedure for C317 housing installation. ENGINE BRAKES FOR CATERPILLAR ENGINES| =<) EXTENDED STUD, P/N 016086 (OBSOLETE) OEsasnom my | BOLT, PIN 014800 FIG. 18.20 NOTE: TO ADIUST THE INJECTORS AND VALVES, THE ENGINE BRAKE HOUSINGS MUST BF REMOVED AND THE ROCKER ASSEMBLY SECURED WIT CATERPILLAR ROCKER PEDESTAL CAPSCREWS OR IACOES P/N 014800 CAPSCREW WITH 2" SPACERS, JACOBS P/N 017855. TORQUE TO 7018, enn, FIG. 1.521 1. Ate injectors and valves have been adjusted, remove the extended studs, of for new installations, remove the Caterpillar rocker pedestal capscrews. 2, Install the engine brake housing on the rocker pedestals. ‘3. Install the Jacobs bolt P/N 014800 (2 per housing) into the housing and rocker pedestals, 44 Install the Jacobs bol through the housing into the spacer on the cylinder head bok. [ENGINE BRAKES FOR CATERPILLAR ENGINES 5. Tighten bolt atthe rocker pedestals to 70 lb-ft. (95 Nem). 6 Tighten the bolt at the head bolt spacer to 4 Theft. (55 Nem), For Models C317A/317B/317C ‘nstall the mounting stud assembles inthe rocker brackets ‘and torque to 70 Ibeft (95 Nem). Adjust the injectors and valves per Caterpilr specications. Adjust the engine brake slave piston clearance with the valves closed tothe clearance shown below: Slave Piston Adjustment For comect slave piston adjustment procedures and settings, refer to specific installation manual and curent sence publications. Mounting Studs The current mounting stud used with Model C336 and 336A housings is P/N 017756 (see Fig, 15.22). Bolt, P/N 016695, and spacer, P/N.01204, was previously used with the Mode! C336. P/N 016895 and 012804 are available as sevice parts, Stud, P/N 016803, former used with the Model C336, hes been superseded by stud, P/N 017156, TORN! eo GEE Fie. 1522,Models C336/336A ‘The Model C336 Jake Brake Engine Brake is approved for use on Caterpilla 33068 engines with serial numbers greater than 6373300 and 5306 engines with serial ‘numbers greater than 76R6115, ‘The Mode! 336A Jake Brake Engine Brake is approved for Lise on Caterpillar 3306C engines with serial number ‘783001 16 or greater and Caterpillar 3306C engines with a Serial number prefix of STL FIG. 18.25 Master-Slave Circuit Relationship Listed in Engine Firing Order No. 1 Pushrod No. 3 Exhaust Valve No. 5 Pushrod No. 6 Exhaust Valve No. 3 Pushrod No. 2 Exhaust Valve No. 6 Pushrod No, 4 Exhaust Valve No. 2 Pushrod No. 1 Exhaust Valve No. 4 Pushrod No. 5 Exhaust Valve HART S2UAREARHONING soon ov House Harr 6 Exhaust Valve Stem Caps ‘The valve cap shown in Fig, 1.5.24 is currently used for ‘Models C336 and 336A engine brakes. ean be used as 2 replacement par, when necessary, forthe former cap sed with the Model C336. The valve cap show in Fig. 1.5.25 was previously used in the Model C336 engine ke earmon {THE VALVE CAP SHOWN IN FIG. 15:25 MUST [NOT BE USED IN MODEL 535A ENGINE BRAKES. SERIOUS ENGINE DAMAGE MAY RESULT. F6.1525, 1510 ENGINE BRAKES FOR CATERPILLAR ENGIES‘Slave Piston Clearance Settings Model C336 only: The C536 uses the adjusting gage shown in Fig. 15.26. See Installation Manual and current service publications for slave piston clearance setting FiG.158.27 ‘Acaurion BE SURE THAT THE FEELER GAGE 16 FULLY [ENGAGED UNDER BOTH SLAVE PISTON FEET (SEE Fi, 1 5.28). FAILURE TO PROPERLY USE TOOL MAY RESULT IV INCORRECT SLAVE asi woci Wt. LEAD TO POOR. PERFORMANCE ANO/OR ENGINE/ENGINE [BRAKE DAMAGE. re.19.20 ‘Model 336A only: Pe the cos lsh eusing gage eet the cant ft) 6 | installation manuals for proper slave piston clearance | seting) between the vale cap and slave piston foot (see Fg. 1527), WRONG CORRECT | io. 1828 7 ‘Tum the adjusting crew clockwise until a sight drag is. detected. Hold screw in this postion and tighten locknut to 25 lb-tt (35 Nem), [ENGINE BRAKES FOR CATERPILLAR ENGINES rst1.6 Engine Brakes for Detroit Diesel Engines General Application Information + 718/828 Gig. 1.6.1): Used on all 4, 68,12 and 16 cjlinder engines whether naturally aspirated, turbocharged, TA or TTA engines SOLENOID suave \ MasTER PISTON ro FORK ASSEMBLY | Fie.164 + 5A (Fig. 1.62): Used on the following Detroit Diesel Engine Models: 3-55, 4-55, 6V-53, BV-53, FIG. 1.6.2 ENGINE BRAKES FOR DETROM DIESEL ENGINES Adjustment of Engine Brake Slave Pistons | PAD AREA LARGE SMALL | => ‘CURRENT EARLY ROCKER BRACKETS 7 76.163, FOLLOW ENGINE BRAKE ADJUSTMENT PROCEDURES CAREFULLY TO PREVENT [ENGINE DAMAGE BY PISTON TO VALVE ‘CONTACT. BEFORE MAKING SLAVE PISTON ADIUSTHNENTS, MAKE SURE EXHAUST VALVES [ARE CLOSED AND INJECTOR I IN THE DELIVERY POSTION,Slave Piston Settings: Model 71/92A Slave piston clearance must be set according to type of housing and rocker brackets See Fig 1.6.5. Refer to the following chat Slave Piston Housing Bracket Type Setting Rocker Brackets with large pad 059" area and 714/924 engine brake housings All other combinations af 0.064" brackets and housings (Bewne DO NOT USE THE 0059" SETMNG waTH THE FORMER DETROIT DIESEL ROCKER BRACKETS (OR WT THE EARLIER MODEL 71/92 ENGINE BRAKE. ENGINE OR ENGINE BRAKE FALURES WILL RESULT. THOSE APPLICATIONS MUST ‘CONTINUE TO USt THE 0064 INCH SLAVE PISTON SETTING, Slave Piston Adjustment: Model 53A The Model SA slave piston acjustment i done by & tus ‘method. See the Model 53a Installation Manual for procedures, Special Features/ Procedures Exhaust Valve Bridges FIG. 10.4 The differences inthe profile shape and the distance between valve stom contact points for Models 714 end 928 ‘engine brake bridges can be seen in Fig. 1.6.4, Models 71 and 92A engine brake kits are identical except for bridge ditlerences, DDEC Fuel Pipes DOEC fuel pipes (Fig. 1.65) must be removed prior to tengine brake housing removal. Check fel pipes or damage especially at the iting area and replace i necessary Fuel pipes may be reused ifn good condition Fuel Pipes - Non DDEC Engines The former flare type fuel pipes (Fig. 1.6.6) are not reusable. New Oving tye ue pipes with attaching pars must be installed im place of the fare type fue pipes FIG. 16.6 ENGINE BRAKES FOR DETROWT DIESEL ENGINESFuel Pipe Installation ore: 115 NECESSARY TO REMOVE NUECTORS WHICH HAVE BEEN OPERATED IN AN ENGINE BEFORE REPLACING ITER CAPS Non-DDEC Engines Replace flare style fuel pipes with O-ring style fue pipes. n ‘the following instructions, numbers in parentheses reler to S90 | en 0 Saree =F | | odub | Fi6.1.6.8 1. Remove injectors according to instructions in the DDC engine service manual. Remove fuel cannectors from, finder head. 2, Install the new connectors (3) with washers (5) into the ‘jlnder head (2 per ejinder) (see Fig. 1.8.9). Torque the connectors to 40-45 Ib-tt. (54-61 Nem). FI6.16.6 ‘ENGINE BRAKES FOR DETROMT DIESEL ENGINES Fi6.16.9 53. Remove injector filter caps, washers, gasketsfuel inlet filters 4, Install the new fter (7) into the inlet port of the injector, grooved side up, The injector inlet port is located above the control rack (see Fig. 1.6.10). FIG. 1.610, 5. Install the new fuel injector caps (4) and gaskets (6) ‘to the inlet and retum ports of the injector. Torque the aps to 60 -70 bf (62-95 Nem). Use-8 deep well socket and torque wrench. 6. Install and adjust the fuel injectors according to instructions inthe DDC engine sence manwal 7. Remove the protective caps fiom the fue pipes, NOTE: THE O-RINGS (8) MUST BE INSTALLED ON THE FUEL PIPES,8. Lubricate the O-rings with clean lube ol and install the short (inlet) (2) and long (return) (1) fuel pipes (Acamon 'SETTHE PIPE ENDS INTO THE FITANGS. HAND TIGHTEN THE FUEL PPE NUTS. D0 [NOT REND FUEL PIPES (SEE AIG 1.6.11). THE CONNECTIONS 0 NOT FT EASHY INTO THE FITTINGS Of, IE THERE i INTERFERENCE WITH THE ENGINE DRAKE HOUSING, REPLACE ‘THE FUEL PIPES. BENDING THE FUEL APES. ‘any RESULT 1 FUEL LEAKAGE AND SEVERE ENGINE DANMAGE, FIG. 1.631 9. Torque the fuel pipe nuts to 160 - 200 Ib-in. (18 £25 Nem) using a fuel pipe nut socket and torque wench, Fast Idle Buffer Switch ‘This ype of switch is installed to retain the fast idle feature and automatic engine brake operation. Follow the standard buffer screw plunger and switch assembly installation, Le FIG. 1632 1. Attach the fat idle snitch assembly to the butter screw attaching aut 2 Adjust the switch bracket clamp to fine up with the Detroit Diesel housing-to blower bot Fig, 16.13). FIG. 1.648 53. Remove the bolt and washer and secure the switeh by placing the mounting bracket between the washer and bolt 4, Tighten the bolt and clamp, 5. Install the ar tube elbow into the inlet plug and attach the air tube between the elbow and the fast idle limiting air finder on top of the governor housing With the fast idle butter switch propery installed, the engine brake will operate only during deceleration and will ‘2utomatically shutoff when fast idle ectvation occurs, Oil Connectors oor performance problems may be caused by impropety installed or broken off connectors Pay particular attention fo this area during troubleshooting, 1. Reposition the seal rng inthe head ofthe oil connector to make sure fs into the recessed hex head of the connector screw (Fig. 1.6.14), FIG. 16.4 ENGINE BRAKES FOR DETROMT DIESEL ENCANES|4, Hold the oil connector in this positon and carefully lock the lock nut. Use tivo short open end wrenches (fig. 1.6.15). Remember, too much torque on these connectors will cause them ta crack, FIG. 1615 levis for Injector Rocker Lever In 1978, Detroit Diesel began using a larger clevis forthe: injector rocker lever. This cevs and the standard Jacobs fork assembly made an overall height greater than ‘ceptable. Interference with the bottom ofthe engine brake housing could be damaging and an engine brake ower loss could result. ‘When installing an older engine brake on a new engine or Using older spare parts, specal attention must be given in this area. The curent fork assembly, P/N 003337, and spring, P/N 009505, can be used on both the high and standard clevises ts strongly recommended that old housings be updated to the P/N 003337 fork and P/N, (009505 spring combination, CURRENT LEVIS. ‘SPRING FIN 009505, SPRING PIN 003959 cURRENT FORK ASSEMBLY PIN 003887 Previous FORK ASSEMBLY PIN 008823 FIG. 1616 FORMER cues ENGINE BRAKES FOR DETROIT DIESEL ENCINESTwo-Valve Head Detroit Diesel also makes a two-valve cylinder head design. For this design, the Jacobs exhaust bridge is replaced with a Jacobs valve ster cap. FIG. 1.6.7 1. On engines equipped with high maunt injector clamps, remove the clamp by removing the bolt and special ‘washer. Replace witha Jacobs high mount clamp and use the same washer and bolt (ig. 1.6.18). Tighten the ‘bol to 25 lb-ft. (35 Nem). The Jacobs clamp can be identified by @ small milled section on one side. This provides clearance for the exhaust valve stem cap. 2, Install Jacobs valve ster caps on right-hand exhaust valves (one per cylinder) (Fig, 1.6.19) Press caps firmly ver valve springs. Hexagon cover studs mist be removed i located near this valve. FIG. 1612 ‘3. Using the facobs clamping tool back of the thumb ‘crew. install the tool squacely over the valve stem cap with its feet under the exposed coll of the valve spring (Fig, 1.6.20). Tighten the thumb screw to seat the cap. Remove the too, FIG. 1.6.20 ENGINE BRAKES FOR DETROMT DIESEL ENGINESModels 760/760A/765 Engine Brakes. FIG. 1.6.21 Engine Identification Engine model identification ison the name tag located on the side ofthe valve cover and stamped on the cylinder block beneath the intake manifold. SERIAL NUMBER “ope. Application Information Model Jake Brake ModelNo. "Year Application “Model soe7wuso pre’) Truck 7608 sos7Gu40 pre's! Truck 760A Goc7WUE) ‘SI Binter Truck 760 6067GUG0 ‘91 alter Tuck 708 6oe7cu28 ‘91 later Coach 765 cos7cusi ‘61 later Mtary 768 cO67WKEO ‘ST alater Truck” 760A ©O67GK60 “91 later Tek 76s 60676K25 “91 later Coach 768 Slave Piston Adjustment Models 760/7608/765 requite a single blade feeler gauge {or slave piston adjustment. For carect adjustment Procedures, clearance setings and feeer gauge part ‘humbers, see Jacobs installation and parts manuals and senvice publications, Housing Mounting Bolts ce sv 7 | 20m 420% cet ty CAS > 20m (6.3010) 329 mm | = = ea ne. s62 | ATC ithe ml umber indies 127 er Spleen nates 1 sda See tp model non blo L a Goo cus no.nea9 Displacement ‘Model Year cana won 287 1901 an ite (one) {GRE Bn om DEO SE BGS - =CAUTION ITS IMPERATIVE THAT THE CORRECT JACOBS BOLTS BE USED FOR THE ENGINE RAKE HOUSING BEING INSTALLED, INSTALLATION (OF BICORRECT BOLTS WILL RESULT ENGINE AND ENGINE BRAKE DAMACE. ‘Model 760: Use one 120 mm bok, P/N 012995, and two 110 mm bolts, P/N 016845, for each housing, ‘Models 7608 and 765: Use three 110 mm bolts, PIN 016545, for each housing. Follow the instructions inthe installation Marval, P/N 014326, for correct application and torque information, The Detwoit Diesel rocker arm shalt bolt used on Series 60 engines has a shoulder that is much longer than the Jacobs bolt and has the logo (spinning rows) and vendor ID (FO) on its head (See Fig 1.6.28). This bolt MUST NOT be. Used forthe engine brake housing hold down, "THE DETROM DIESEL BOLT IS MISTAKENLY USED FOR ENCIN Brake HOLD DOWN, THE LONGER SHOULOF ON THE BOLT WALL RESTRICT OW SUPPLY 10 THE HOUSING AND PREVENT PROPER BRAKE OPERATION, Ball Check Valve (Model 760 Only) Remove the plug to remove the ball check valve and spring Inspect pans for wear or damage and replace, i necessary. Reinstall the pans in the proper sequence (see Fig, 1.6.25), er FRONT ove eed UNDERSIDE 88 | OF HOUSING | BALL : cneck “Pere nm 0008 o,inlie 122.0 | ro ae | | | oe ae | 2 6. 1628 | Bevo peer wout E Fre FG. 1628 168 "ENGINE BRAKES FOR DETROMT DIESEL ENGINES1.7 Engine Brakes for Mack Engines a ee | The Model 675A Jake Broke engine retarder is designed {and approved for use on all Mack 6 cylinder 672 and 711 IO automotive engines: E6, ECG, EM6 and EMC6. The ‘Model 675A replaces the Model 675 in the lacobs engine brake product ine, Special Features/ | Procedures Valve Stem Caps: Models 675 and 675A Note LATER PRODUCTION ENGINES HavE 0.343" (1.1 DIAMETER VALVE STEMS. USE JACOBS VALVE STEM CAD, P/N 008263, ON Model 675A THESE ENGINES. MACK ENGINES WITH SERIAL, a [NUMBERS BELOW 9V6755 CAN HAVE {ARGER DIAMETER EXHAUST VALVE STEMS, (0:400" (123 MM). 1ACOBS VALVE STEM CAP, P/N 002082, MUST BE USED ON THESE EARLIER ENGINES. Place the Jacobs valve stem caps on top of each exhaust vale, FIG. 78 Model 680A/680B | Fis. 1.72 General Application Information ‘The Model 6808 Jake Brake engine retarder is designed «and approved for use on Mack E7 engines: ‘The Model 680A Jake Brake engine retarder is designed {and approved for use on Mack E6 engines with fourvalve ‘oflnder head configuration FIG.1.73 ENGINE BRAKES FOR MACK ENGINES 178Slave Piston Adjusting Screw 3 | 6.174 Note: EARLY MODEL 675A PRODUCTION HOUSINGS (S/N B-370476 AND LOWER) AND AALL675 HOUSINGS USE SOLID ADJUSTING ‘SCREWS AND SLAVE PISTONS WITH HO. HOLES, MODEL 675A HOUSINGS (S/N 8.370477, AND GREATER) HAVE ADJUSTING SCREWS \WITH Seri LOADED PLUNGERS AND SUAVE PISTONS WITH HOLES, ‘tt , FIG. 175 172 Aeaumon ADIUSTING SCREWS ANO SLAVE PISTONS. MUST NOT BE INTERONDED Nore: THE SPRING-LOADED PLUNGER S OFSIGHED TO PREVENT SLAVE PISTON OVERTRAVEL IN THE EVENT OF EXCESSIVE ENcitt OIL PRESSURE OR RESTRICTED SLAVE PISTON -MoventenT, Inspect the plastic plunger in the Model 675 adjusting ‘crew. It should move freely inthe screw. Clean or replace the entice screw if the plunger does not move freely, Oil Supply Screw: Models 675 and 675A Note: NINES MANUFACTURED PRIOR TO MARCH, 1986, HAVE A 1/4-20 THREADED HOLE FOR THE ROCKER SHAFT LOCKING SCREWS (SEE Fc. 1.76). THESE ENGINES REQUIRE ACOSS OIL SUPPLY SCREW, 7% 014043, AND WASHER, P/N 07104, cary 0 ‘CURRENT orYte EARLY STYLE BIB “16 THREAD 14> 20 THREAD FI8.176 ENGINE BRAKES FOR MACK ENGINESSlave Piston Adjustment Models 675 and 675A require a fork-type feel gauge for slave piston to vale cap dearance setting. This is required 10 be sure the valve stem cap is level with the slave piston when adjustments made. For contect adjustment procedures, clearance settings and fecter gauge part numbers, see Jacobs’ installation and parts manuals and service publications. Exhaust Valve Yoke Replacement Eatlylacobs Model 6804/6808 exhaust velve yokes have SAE threads. Current production yokes have met thresds Be sure to use the correct screws and nuts for replacement pan ESUGINE BRAKES FOR MACK ENGINES -— —— eam | | | 680A / 680B FIG.17.7 |Section 2: Preventive Maintenance ji Severe driving conditions. types of roads and driving areas Introduction wile telengh ol tine beeen seed = ‘maintenance. Engines exposed to severe applications and ‘operating environments may require more iequent preventive maintenance, thereby altering engine rtarder The Jacobs Engine Brake is typically a roubletree device However, inspections are necessary and some maintenance is required. The mileage and hours intervals presented here ate intended as a guide lor establishing a routine of Jake ‘maintenance intervals a5 well Brake inspection and maintenance in conjunction with The Recommended Preventive Maintenance Schedule Scheduled engine maintenance shown below is applicable to all engine brake models. Recommended Preventive Maintenance Schedule 12Months —_36Months 60 Months, 100,000 miles 300,000 miles $00,000 Miles 53000 Hours’ 9,000 Hours” 15,000 Hours Wirng/Terminat Connections" ” : 7 Clutch Throtle/Butfer A ae Salty Vale Screw Assembly 1 ' R Solenoid Vahes 1 R Reset/Auto Lash” Assembly 1 ve ‘Crosshead/Bridges/Valve Stem Caps / ur Injector/eshaust Rocker Arm Screws 1 1 ve Mester Piston/Fork Assembhy t up Slave Pistons 1 Eternal Hose Assembly 1 ve vm Housings 1 1 Fuel Pipes Hol-down Bots Accumulate Springs" Solenoid Harness* Solenoid Seal Rings* Control Valve Springs* Control Valvest Oil Seal Ringst ‘Master Piston Return Springs? Terminal Lead Out® ‘crosshead Pin Assembly* Iainspect/comect as required A=Adjust R= Replace * contained in tune-up kits PREVENTIVE MAINTENANCE2.1 Inspection Criteria 44 Ensure thatthe hoe inthe slave piston is visible Safety Valve Screw through he read suse te he hou and Assembly Inspection aligns with the plunger. —__ — Nore ] “THE ScReW ASSEMBLY CANNOT BE DISASSEMBLED INTHE FELD, Exhaust Crosshead/ Bridge or Valve Stem Cap Inspection Fig. 244 1 Check the plunger inthe safety valve screw. The plunger should protrude from the bottom of the screw, have light spring pressure apparent when depressed, and should move frei 2. Inspect the area of the plunger which contact the slave piston. The area should be fat and smooth. FI6.213 1. Check the hardened surface on the Jacobs exhaust osshead/bridge/valve stem cap for excessive wear at ether the point of rocker lever contactor slave piston contac. the wears 0.004" deep or more, the crosshead/bridge/cap must be replaced, FIG. 212 3. Clean in an approved cleaning solvent and apply clean engine oil a reinsalaion, Fie. 244 PREVENTIVE MAINTENANCE 22 Inspect the area of the valve stem cap that surrounds 1. Remove the master piston from the bore using needle the va ster for cracks or excessive wea. any of ‘nose plies. The master piston should move smoothly these defects are visible, replace the valve stem cap. inthe bore. binding occu, check or burs or 3. Check the crosshead/bridge bore and ve stem contains theo Te des of the master pion contac areas, Ensue that they comply with applicable nce ee ete add et se engine manufacturers sence parameters “oxensive scaring, grooving oF wear 2. Inspect the hard face surface, Pited, chipped, cracked Master Piston Inspection ‘or golled pistons should be replaced, 3. Coat the master piston with clean engine of before reinstalling Injector/Exhaust Rocker Arm Adjusting Screw Inspection ey Fi6.247 1. Check both the hex head and spherical (ball) end surface ofthe adjusting screws. The spherical end should be checked for proper contour and smoath appearance. 2 Check the hex head for excessive wear, a depression, 0.005" or deeper, is found in the top ofthe hex head, ‘or ifthe patter of “wipe” extends beyond the hex, replace the adjusting screw. Also replace the ‘companion master piston, FIG. 216 aia PREVENTIVE MAINTENANCESlave Piston Inspection aie FIG. 2140 1. Check for nicks or burs that could cause binding. Clean the piston in an approved cleaning solvent Replace the piston ifthe round surface on the outside siameter looks questionable, 2, Run a smal wire through the bleed holes inthe single Fie.2.8 ‘CAUSE PERSONAL INJURY, a, vahe and Catepiar and Mack engine brakes. INSTRUCTIONS CAREFULY THE SLAVE ‘ STON Ss Rane BY A SPAN ONDER Crosshead Screw and Pin HEAVY COMPRESSION. USTRUCIONS ARE : NOT FOLLOWED AND PROPER TOOLS ARE Assembly Inspection [NOT USED, THE SPRING COULD BE * s DISCHARGED WITH ENOUGH FORCE TO (Single-valve Opening) wr, a ee FIG. 21.9 Fie. 2401 PREVENTIVE MAINTENANCE aisInspect the crosshead pin assembly forthe following. 1. Snap sing o gp rng present. 2. Cracks in screw body. 3. Wear on pin where valve stom is contacted, 4. Wear on screw where valve stem is contacted 5. Bent pin 6 Cracks in pin, {any ofthese conditions ae found, the pin assembly must be replaced. Also examine the slave piston for signs of wear at the contact point with the pin assembly Slave Piston Adjusting Screws Inspection SS Fie. 212 Diflerent types of slave piston adjusting screws are used in ‘the various engine brake model housings. These parts are very similar in appearance but must only be used in thelr

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