Time for another hijack!

When I take my little Kubota ****** out into the mountains to do some wheeling, I am used to having alot of engine braking while coming back down off of the mountains, jut put it in 2nd gear and let the engine keep a constant speed. Well... that just doesn't work with the turbo diesel. And I have to ride my drum brakes all the way down. Not something I like to do.

So I'm thinking, how about an exhaust brake? I know they are usually used on vehicles that are towing, but would it be useful for slowing down (or keeping a constant speed) while going down long mountain roads?

When the butterfly is mounted in the exhaust, does it have to be directly behind the turbo? or could it be a 1-2 feet farther down the exhaust? I'm not sure I would have room to mount it directly off the turbo, but if I could have it 1-2 feet downstream I would have room I think. Most kits I see have an electronic solenoid. Could it be just as simple as a pull cable? Are the solendoids wired to kick in when you step on the brake lightly? Or do you flip a switch and not use the brake pedal at all? I'm not familiar with their operation.

 

K03 off a vw is best way to go

 

I don't think it necessarily has to be anywhere in particular in the exhaust, though I think the closer it is to the exhaust ports, the faster it'll start to take effect; shouldn't think it'd be too noticeable a delay, though, if you just put it somewhere convenient, as long as it isn't right at the end of the tailpipe.

You could make it a mechanical pull-cable, as long as you can route the cable to a lever somewhere handy; or a solenoid, using either a separate switch, or a pressure switch in the brake line somewhere.

(The kit manufacturers probably use solenoids because it's a little easier to route electrical cables, because you're not having to worry about trying to pull them to actuate the valve.)

Take all that with a pinch of salt, though; I'm just going off what seems reasonable to me, and I'm no mechanic. I'll be happy to hear if I'm too far out on the branch, with this; then I can learn something.


EDIT: According to Banks, they put their exhaust brakes after the turbocharger. (Though they don't appear to say why.) They also say they use a solenoid so that they can automatically bleed off pressure to a safe level while maintaining braking (So that they don't burst the exhaust, or force exhaust valves off the seats, which would end badly.); as well as automatically cut off engine braking at low speeds, where it's not as effective, so that the turbo keeps *some* shaft speed, ready for the next acceleration.

 

Ahh yea, I guess you wouldn't want it to build up TO much pressure. Most of these exhaust brakes seem to be for bigger trucks with much larger diameter exhaust, I'll see if I can find a universal one somewhere that would fit say a 2" or 2.5" exhaust. I'm thinking about stepping up the exhaust size anyway, I've got 1.75" exhaust right now.

 

I imagine that the placement after the turbo is so there won't be anything in the exhaust stream preturbo that would lower exhaust velocity. I'm pretty sure that a lot of them use vacuum solenoids, which has always seemed kind of weird to me for a diesel.

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My dad has one on his 01 Cummins. It's armed with a switch in the cab, then it automatically comes on when he lets off the throttle and turns off when he gives it throttle. It also helps it warm up when idling cold. I'm not sure what brand it is though.

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Hmm. That (The post-turbo bit) seems a reasonable explanation. Though I have no idea why you'd use vacuum actuators on a diesel; it's not like it's something you naturally have available.

 

I agree

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I know that Red already posted in another thread, but what is everybody using for fuel filters on their conversions?

 

I contacted an adapter mfg this week hoping to create some interest in their manufacturing of Kubota adapters.
Here is their resoponse and I quote,
"Industrial motors make lousy car and truck motors. The RPM band is too narrow. We have done Perkins to Chev, Kubota to Chev and others. I thought they sucked *** to drive."

Those posting about an enjoyable drive out of there Kubota must like "sucking ***"?


Keep the information coming guys. I am lurking and learning. Still no truck or motor here yet... Patiently shopping for the right vehicle...

 

I do not have one as of yet running in a vehicle. But I will say it is all personal perspective and how much work people are willing to put into what they wish to end up with.

So by there perspective they very well maybe right. If they just put a Kubota V2203 into something without a turbo and maybe without an Inter Cooler and did not work with the governor spring along with incorrect final gearing then of course they could very well be right or even if one of those items listed were not done correctly then again they can be right.

Again it is all personal perspective and personal goals and how much work you are willing to put into it to achieve those goals. Not to mention ones Goals must be reasonably obtainable.

There is no doubt that engines designed for automotive applications have a distinct advantage for the average person.

I feel my goals are pretty obtainable if I even get close to Rangmars numbers as my factory 4 cyl engine is rated at 91 HP at 4500 RPM and 118 TQ at 2500 RPM. And from the best of my recollection Rangmar got around 98 HP and 289 TQ. So I know I will not have the RPM but that is what gears are for but I will have allot more usable TQ. And that is what a Truck needs is TQ. So I feel it will not only equal my present power plant but will exceed it. Except for MPH due to gearing restraints.

Sorry if this was all a bit much.