300Tdi exhaust brake - possible

ID suspect that unless your engine braking for miles and miles at a time that that shouldnt be a problem as there would be residual fuel left in the pump.

However it is a fair point

I'll have to dig up the plan for the tdi pumps again but I know it doesnt change the flow in the suzis or the 2.25 series diesels as they just prevent the pump from making injection pressure not turning the fuel off to the pump itself.

The solenoid operated valve in VE pumps close the fuel inlet port to the plunger barrel.

As you said, the shut-off on the A pump on Isuzu's moves the control rack - so I expect it would just spill fuel, not shut it off.

not on all the VE pumps... some open up a port on the plunger barrel.

thinking about that for 30 seconds more...


you're right it will starve the plunger parts of the pump, the ones that open up the port on the barrel are the ones you can stop by removing the solenoid which is the opposite to the remove it to start on a landy.

Older trucks that I have been associated with (M series Bedfords, and Perkins TV8-540 powered) the exhaust brake has just been a variant of the SGV (Smiths Gate Valve) type they are switched so they will only work with accelerator and clutch fully up. As soon as you touch either the brake is off. As has been said they are commonly fitted to smaller Jap trucks NPS series Isuzus used the same (basically) engine as the diesel countys.

I believe there are now SGV type exhaust brakes that work through an electic solenoid (as opposed to air).



Martyn

Some VGT turbos (I have seen articles from Holsett and BorgWarner) are intended to be used with the vanes closed for braking.

Quote:

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Originally Posted by abaddonxi

[left]

And is that the same as this? Listed as super dot4 on the pack and available at my local Supercheap, Kmart and Repco.

http://www.nulon.com.au/images/produ...rake_Fluid.jpg

Arrrgh, you can click on the link and look at the spec. sheet yourselves, the table doesn't hold formatting when I cut and paste.

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Really don't know Simon.
I'm guessing thy would just be re-packaging someone else's product.
The Castrol stuff should be available from the usual suspects too, I just ring up and order it when I need it from the local distributor. It's barely any more expensive than the standard stuff and just gives me some margin for operator error :D

Quote:

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Originally Posted by Tombie2

<snip>




Oh...

And people, you cant expect a 2.5L air pump to retard as well as a 4.2L air pump... It just isnt possible :)

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so you fit an exhaust brake........ :p

Quote:

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Originally Posted by rick130

Really don't know Simon.
I'm guessing thy would just be re-packaging someone else's product.
The Castrol stuff should be available from the usual suspects too, I just ring up and order it when I need it from the local distributor. It's barely any more expensive than the standard stuff and just gives me some margin for operator error :D

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Yep.

Got into a rather heated discussion with a brake specialist, who was giving me replacement fluid to mollify me after they had stuffed up repeatedly, when they insisted there is no difference between dot4 and super dot4.

Just mentioned it because I often find some of the more rarefied fluids recommended are a little difficult to locate.:angel:

Quote:

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Originally Posted by abaddonxi

<snip> I often find some of the more rarefied fluids recommended are a little difficult to locate.:angel:

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moi ? :whistling:

I threw Bursons a curve ball five months back when I ordered a 20 litre drum of a certain Penrite oil that wasn't even in their system :D
Turned up a week later.

Quote:

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Originally Posted by abaddonxi

Yep.

<snip>
when they insisted there is no difference between dot4 and super dot4.

<snip>

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there is no 'super' DOT 4 spec, it's just marketing speak.
You have to look at the spec sheets to compare dry and wet BP's.

Castrol SRF is the standard by which all race brake fluids are judged with a 310* DBP and 270*WBP, and virtually zero compressability, but who can afford it ?? :eek: