OMG, at idle I wonder why it shakes like crazy? Gee, almost like it is missing huh?

 

There are engine brakes available for the ISC. They require the use of a housing that adds a few inches onto the top of an engine. They use special exhaust crossheads with pins that allow the engine brake slave piston to actuate only one of the exhaust valves, and the engine brake master piston is actuated by an exhaust rocker that has a longer-than-stock adjusting lock nut on it. A solenoid allows the oil into the brake assembly in order to provide the hydraulic link between the pistons. There are two independent assemblies that bolt onto the top of the engine, allowing you to brake with either three or six cylinders.

The mechanical part of installing one is slightly more difficult than a valve adjustment. The electrical part is more time consuming.

The same theory could be applied to an ISB. You wouldn't need studs or billet rods or whatnot; no other engine does...

 

not only the pure useless nature on a pickup and the durability issues and money constraints do we really need a bunch of hockey puck kids with diesels with engine brakes...

and yes i still dont think they will hold up

 

An exhaust brake relieves compression near the top of the compression stroke. Then it cuts off fuel on the subsequent power stroke.

With an engine brake, the engine is not compressing any more air than it would otherwise. It is not putting any more of a load on the engine than would be on it otherwise.

How do you conjecture that by turning the engine from a fire breathing air compressor into a regular old air compressor you would be increasing the load on it?

 

Hey man, just let some of us have our fun. You're gettin WAY to heated about all this. It's actually kinda funny.

 

Yeah it's funny because some people have ideas and would like to pursue them. Don't hate it beacuse you don't know.

 

i dont know, i know this, i want everybody to know this...i just dont THINK it will work where as you THINK it will work, no harm in that.

 

i still need to know the clearence between the exhaust valve and the piston top. is my only option to find this to bring my pistons to top dead and check the clearence by compressing the exhaust valve on each cylinder, then using a dial indicator find clearence, then account for thermal expansion on the piston, and the valve head. i can run equations to find quite close to the expansion on the rod and piston assembly under worst case scenerio 1400 deg. F.

 

your best bet to find the clearence, is to find out how much the valve opens when its in normal operation...then i would do a little less then that, or there should be somewhere or someone who know the clearence...you using the dial indicator or some other like instrument would be the best way that way you know what it is and are not going by here say

 

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