| Author | Message | ||
| Gary Stadler (Boogiethecat)
Rating: N/A |
Just got back from another 1000 mile trip (made the speedo just tip over 20,000 wonderful miles) and wanted to repeaaaaaat myself about how neat it is to have jakes. From that, you can deduce that my nasty little hydraulic lock problem two weeks ago did not screw up my engine, thankfully. I trusted the universe, got in the bus and went. And everything was perfect, except the current price of diesel. And for RC and you guys with just "on/off" capabilities on your jakes, I have to tell you how wonderful it is to have choices of 1,2, or three Jake banks while coming down grades. The cool thing is that if you are creeping up a little on the guy in front of you, you can add a bank, whereas if you're dropping back you can delete a bank, thus my experience this trip was coming down every grade safely, never having to shift gears or touch the brake pedal even once, now that I have "the knack" with the Jake switches. BTW, an interesting way to test the Jakes, if you have a turbo and boost gauge, is to simply watch that gauge as you select the various banks of jakes...with one bank I get about 1-1/2psi boost, 2 banks gets me 3psi, and 3 banks gets me 4-1/2 or so. It's exactly even multiples. So if a bank wasn't working, you'd see it on the boost gauge... Now a question for you all...changing subjects... in the event you get a hydraulic engine lock for whatever reason (I hope to never get one again, and I'm installing check valves to make sure)... ...what would be the correct procedure to get out of that situation should it occur? My guess is that what I did, spin the motor with compression released, was only part of the story. I'm guessing that action caused the "locked" fuel to spew out into both the intake and exhaust manifolds... when I then started the engine, the fuel in the intake manifold getting sucked back in to the engine is what caused the nasty knocking and mild runaway. So my next guess is that "the way out" should have been to open up the manifold and physically sop the extra fuel out with a rag, dry it all out in there, and only THEN start the engine. I do have a big port in my manifold with which that could be done... is there a better way, or what else might one do to insure a happy motor? | ||
| mci5a Rating: N/A |
Gary glad to hear that you love your jakes, they are a great thing to have when there is some weight in the equation. Mine are only are only on/off switch, but I used to have a log truck with the 3 position and when you are loaded or empy they are the answer. You say that your compression was released, could you explain that for me. thanks | ||
| Gary Stadler (Boogiethecat)
Rating: N/A |
I have a big lever on the end of my engine, when I pull it, it opens all the intake valves on the engine. For cold starting it's neat... I can get the engine spinning with the lever pulled and then let it go, and the engine starts right up... it's also useful for setting injectors and adjusting valves- makes barring the engine to position a lot easier since I don't have to fight compression | ||
| David Hartley (Drdave)
Rating: N/A |
Compression releases are not generally available on most modern diesel engines. So don't be confused. My Kubota has one and my Changfa has one. Very few coach engines ever had them. | ||
| Richard Bowyer (Drivingmisslazy)
Rating: N/A |
The one thing that I learned about using Jake's is that the rpm range should be kept in the high range. I typically tried to run at or above 2000 rpm. The Jake is much more responsive in that speed range. Richard | ||
| dougtheboneifiedbusnut
Rating: N/A |
Hey Gary, You are correct on both counts,but are you telling us you never found the real prolem? | ||
| Gary Stadler (Boogiethecat)
Rating: N/A |
Doug, I think it was a "luck of the draw" thing, where the engine just stopped in a weird place with an injector in just the right position to siphon fuel into the cylinder. I've had the bus for 20,000 miles now and only this once did it do this. Never before, never since. And since the lock, I've put about 2,000 more miles on it, not a hitch. So no, I never found the "real" problem...but I'll be installing check valves in the injector return line and the PT return line, so it won't be happening again.... | ||
| R.C.Bishop
Rating: N/A |
Gary....I continue to be glad for you that you think your system is the "cats pajama's"......as it should be!! Howmsoever...for me, simple is best. I'm not an Engineer, just another human who seems to be content with what works. And when I go down a grade, on a straight ahead flat surface, or going up hill, I can drive with the Jakes on....or off...as I deem necessary. And the best (for me) is that it takes the flip of only one switch....no looking to see which I'm flipping....to get the job done. AND, the foot on the pedal does the rest..more pedal or less.....quick or slow. No thinking....just doin'. I believe Richard is correct....RPMs. BTW....I don't shift gears in the middle of a hill....or I should say, I shift at the top, let the Jakes do the job in a reasonable gear going down hill...in the Rocky Mountains that is usually in 6th or 7th...(Thanx, RJ) Very smooth. very comfortable and seldom touch the brakes. As our mutual friend FF says....do it your way!  RCB |