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Old 12-03-2010, 05:10 PM   #15
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I have never encountered a grade steep enough to over rev the engine when in the high Jake Brake mode. It will slow you down no matter what. However, if you enter a down grade at a speed that is higher that the engine will except, the Jake Brake will not engage until your speed is below that threshold (ie 23-2400 rpm). Once you use your wheel brakes to drop the coach speed to a speed that is safe, the system will downshift and apply full engine breaking and YOU WILL SLOW DOWN just with the Jake Brake.

At least that is how my coach seems to work. Maybe some are set up differently than others.
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Old 12-03-2010, 10:28 PM   #16
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Yes, 2300 RPM is the max for the ISL 400. I don't know for sure the governor is not/is working when going downhill with the engine brake engaged. But I still watch the RPM's and donít let them get over 2K. Other diesels (manuals) have specifically mentioned the engine governor not working when coasting downhill. Why take a chance? I also use the brakes going downhill, however usually "high" keeps me around 40 MPH regardless.
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Old 12-04-2010, 12:52 AM   #17
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Monty:

Thanks for your explanation. That is exactly as explained by the Cummins mechanics and a Winne friend, though yours is clearer. They did not mention the intake being muffled, though.

I have observed mine will only engage when the RPM's are below 2200-2300 and I use the service brakes to get it there. Thereafter, the engine brake will keep the speed down when in "High" no matter the incline. The "Low" will let the speed creep too high if steep enough, though I've always switched to "High" when it goes over my comfort zone.

I've also noticed it downshifts to 4th, and is indicated on the shift panel, when in "High", but not when in "Low". I'm not sure if this means the low is not working properly, or there is no downshift made. I have been concerned that my "Low" setting doesn't seem to retard as well as it used to.

All that being said, I am assuming that the term "Jake Brake" is only being generically used on our coaches, as Jacob Brake is a brand name, and we don't actually have that brand on our coaches. Kinda like Kleenex and Band-Aid. True? Ours is purely an electronic engine exhaust (and intake) brake?
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Old 12-04-2010, 11:09 AM   #18
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Takepride ...

The difference between "Low" and "High" on my coach is not really noticeable although the tranmission goes into 4th gear consistently. I've been wondering if something isn't set right on my coach since resolving the battery compartment fire. What actually controls the "Jake Brake"?

I know my "ECM" module has been replaced as part of the fire resolution but can that module affect the "Jake Brake"?
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Old 12-04-2010, 12:16 PM   #19
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I don't know about the ECM Bob, but there's a big, noticeable difference between "low" and "high" braking on my coach.
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Old 12-04-2010, 01:13 PM   #20
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All - Low seems to do fine at 40-45 MPH, speeds slower than that have virtually no effect and it shuts off completely at 15MPH and below. High works much better and will slow my coach down very well without service brakes. As TP said, switching between high and low keeps my speed down without too much brake action going down long hills.

I have not tried it at speeds in excess of what I feel as good sense; because I don't want to hurt the engine, even though a governor is present on the motor, why take a chance.

I have not asked allison to change it parameters since I dont want to have to re-learn what I already know and get confused. Although having it switch into 5th gear at 50 and low brake sounds nice, it might still overrev the engine, so I don't see the point.
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Old 12-04-2010, 04:24 PM   #21
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FYI, If you go on Youtube and type in Aero Muffler, there is a load of information !
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Old 12-04-2010, 06:51 PM   #22
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Bob, some of the early 2003s [built in 2002] with the ISL 400 engine only have a one stage "jake"--like my 2003. If your 2003 has a 2-stage switch, maybe one of the stages isnt programmed. If you have two stages programmmed, the difference between them should be dramatic.....
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Old 12-04-2010, 11:12 PM   #23
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Bob:

There is quite a difference between my "High" and "Low", and as mine was built about the same time as yours, I imagine it ought to work just the same.

My issue is that the "Low" was very obvious, when engaged and now not so much. I think it may be engaging only intermittently. Since it seems to be fully electronic, I suppose I need to verify the electrical path or the programming.

I'm also trying to find out if it ought to be downshifting when in "Low". Nothing is indicated on the pad. ("High" downshifts to 4th and is indicated.)

I would like to see "Low" downshift to 5th, if it is possible to program it to do so.

Any chassis, Cummins or Allison gurus out there?
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Old 12-05-2010, 12:12 AM   #24
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All - My engine brake is easy to tell the difference from high to low if I am at 40 MPH. Speeds below this in "low" are not as easiely felt, but you can hear it kick in.

TP-Check the connection on the switch under the left side of the panel. Mine did not work when we purchased the coach, because the battery boost and EB were reversed. Allison verified it was programed into the Tranny correctly. So if it's not working correctly or, at all, it's either a lose connection up front or the ECM might have lost some programing or something, time to take it in I guess.
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Old 12-05-2010, 11:21 AM   #25
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Where or what is "programmed" with the desired behavior when selecting "Low" vs. "High"?

As I recall, I noticed a significant difference between "Low" & "High" when I drove it home from purchasing it. In fact, there were times when I had it in "Low" but needed to slow down faster, and changed it to "High" which really made a difference. Since resolving the battery compartment fire there's no appreciable difference. And, since the switch causes the EB to activate in both positions I'm thinking that something needs to be reprogrammed (but what?).

Takepride - I thought that "Low" caused the tranny to go into 5th gear and "High" into 4th after purchasing the rig. My memory could be wrong!?

I asked a local Truck & RV service shop to check it out while having routine maintenance performed but they claimed it was working correctly. I know the "ECM" was replaced only because the cover got scorched but that leads me to question it as needing to be "reprogrammed". I would like to know where to take it (Cummins, Allison, etc.) and feel confident they know how to fix it.
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Old 12-05-2010, 11:33 AM   #26
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Bob - Cummins can check the ECM (Engine Control Module) - the Tranny has it's own inside of it I think. There should be a data port on the rear wall of the battery compartment which they will plug into and program the ECM. At the same time, they will check which version of the software you have installed and update it if it's not the latest release. There was a recall which was no more than an ECM update, don't know if everyone was affected.

Sounds like maybe there is a lose wire which prevents the "low" setting from working, so before you take it in, make sure all the wires in and around the engine and tranny are not lose. There is a big bolt on the PS Side of the engine with lots of grounds on it, those need to be clean and tight, next to it is a smaller bolt with more grounds check that one as well.
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Old 12-05-2010, 12:02 PM   #27
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Thanks Old ... I will take into RM Cummins here in Denver as soon as my rig comes back out of "hybernation" around early May. And then it's "hit the road Jack ...".
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Old 12-09-2010, 10:34 PM   #28
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I just finished installing the AERO 5050XL on my Itasca Meridian 34ft witha a 330 Cat. If you have the tools and access to large size muffler clamps and exhaust parts it's not that difficult. I was able to fit it together using an assortment of adapters and clamps without the need to do any welding. The sound is a bit deeper than stock but I don't think it is any louder. I would expect the performance will improve just by the nature of the muffler design.
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