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    all model jake brake troubleshoot and maintenance

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    all model jake brake troubleshoot and maintenance

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    © All Rights Reserved
    Download as PDF or read online from Scribd
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    5 views77 pages

    Jake Braketroubleshooting Guide

    Uploaded by

    Marc Maxime
    all model jake brake troubleshoot and maintenance

    Copyright:

    © All Rights Reserved
    Download as PDF or read online from Scribd
    Flag for inappropriate content
    of 77
    $20.00 Troubleshooting and Maintenance Manual AIBRAKE ‘Table of Contents Section 1: Troubleshooting Introduction Safety Precautions 2 Engine Brake Port Replacement Automatic Transmissions 2 1.1 Electrical System... lecrc and Electronie Conta sneer Requited TOOK en ~ Preliminary Electrical Checks —— a Clutch Switch Fuel Pump Switch (Cummins PT Fuel Pump) Diode Protection a = Buffer Switch Adjustment. Fuel Pump Switch Adjustment ~ CAT. vs F00t Stith re e = Solenoid Valve... ia Troubleshooting: CAT PEEC Controls. ‘Troubleshooting: DDEC I Electronic COMtOIS vane Troubleshooting: Low Engine Speed Retarder Cutoff. Wiring Diagrams = . 1.2 Hydraulic/Mechanical Theory of Operation... Operational Sequence : Brake Housings and Rocker Groups Inspection Engine Brake Housing Oil Pressure Check Preliminary Checks coon se ‘Control Valve Component Inspection sana Engine Brake Housing Oil Pressure Requirements 1.3. General Problem Analysis... Tools and Parts Available enn Problem Analysis. Gene 14 e Brakes for Cummins Engines .. Two-valve Design — Current Production Models Special Features enn OpetatiON anne ~ Single-valve Desigh —ennnnnnsnnnnen Special Feats nnonnn TABLE OF CONTENTS 1.5. Engine Brakes for Caterpillar Engines... Model 5460 a = 1s Special Features nn Se - seven US Model 3498 vo en 15.2 Exhaust Blowdown = = 153 Slave Piston Adjustment. aaa Trigger Valve Adjustment nnn oo = 134 Models 5170/3176 : . = een 15.T Power-Lasht | - 157, Housing Assembly DitfetenCe5 annuus 158 Slave Piston Adjustment e 7 159 Mounting S100 enn oan 159 Models C336 /336A eens — 15.110 Exhaust Valve Stem CAPS wn 7 15.10 Save Piston Clearance Settings. - sii 1.6 Engine Brakes for Detroit Diesel Engines. General Application tnormation ser nnsneenn : 161 ‘Adjusiment of Engine Brake Slave Pistons : ar) Special Features Proce 5. enennsnnnevvmnmnnnnnnonnnnonnn 162 Fuel Pipe instalation... = — — 163 Fast idle Buffer Switch aon) Models 760/7604/765. S 167 Engine Identification Slave Piston Adjustment Housing Mounting Bolts Ball Check Valve (Mode! 760 Only) 167 168 1.7. Engine Brakes for Mack Engines . General Applicaton Information. — 1 Special Features/Procedures - - wa Valve Stern Caps enn on WT Slave Piston Adjusting Scr... mo WIZ Oil Supply Screw (675/675A), 12 Slave Piston Adjustment non : 173 Exhaust Valve Yoke Replacement . _ oars Section 2: Preventive Maintenance Introduction Recommended Preventive Maintenance Schedule ennai 2.1 Inspection Criteri Safety Valve Screw Assembly inspection a at Exhaust Crosshead/Bridge or Valve Stem Cap Inspection = 2a “Master Piston Inspection a 212 Injector/Exhaust Rocker Arm Adjusting Screw Inspection ae on DAD Slave Piston inspection ‘Crosshead Screw and Pin Assembly inspection Slave Piston Adjusting Screws Inspection ns Control Vale InspecioN nsernnrnnr ee 213 coe 213 aia TABLE OF CONTENTS Section 1: Troubleshooting Introduction Jacobs Engine Brakes ate manufactured tothe highest standards of quality. Care has been taken in every step of ‘manufacture to produce a product capable of functioning reliably at normal and peak performance. This manual has been prepared to assist the operator and mechanic in ‘orect maintenance and troubleshooting procedures that censure satisfactory engine brake operation, Troubleshooting, as discussed in Section 1, isa step-by-step procedure to determine the cause of malfunctions and problems interfering with satisfactory engine brake ‘Operation. Malfunctions and/or problems occuring inthe Jake Brake can be dlassitied as Electial or Hydraulic/ Mechanical in nature. To effectively troubleshoot the engine brake system, the mechanic must have a working knowledge of these two systems. Section 1 also descibes the basic operation of engine brakes and components, and recommends procedures to follow when troubleshooting Proper maintenance, as discussed in Section 2, will assure ‘maximum engine brake performance and a reliable service We. Safety Precautions ‘The following symbols inthis manual signal potentially eS ae 1 a | waroursomen Ara] 7 Sia | ° a oo DASH SWITCH E510 BRAKE HOUSINGS THREE-POSION DASH SWITCH FUEL PUMP ‘owirch {__1-$ rosrake Housines Fig. 147 FLECTRICAL SYSTEM Solenoid Valve ‘The Solenoid Valve cannot be avethauled or repaired in the field. f any problem ather than seal ringrlated exists, the Solenoid Vahe must be replaced. Operation Check ‘The best way to examine a solenoid valve cal for correct ‘operation fs with a volV/amp/ahm meter and then compare the readings for each solenoid withthe proper specifications. I the proper meters are nat available, a secondaty check of proper solenoid valve operation can be 100 NOT TOUCH THE ELECTRICAL {CONSECTION WHEN A SOLENOID IS ENERGIED, ELECTRICAL SHOCK COULD RETANING RNG ASSEMBLY srRING — (SCREEN waster ETAINER ~w— ScReEN REANIG FRING ~Boov Fie. 1.8 1. Apply a 12-vol (or 24-volt) source tothe solenoid esut. lectical terminal 2. When clectical power is supplied, make sure each solenoid value cap depresses. tthe cap does not depress, rplace the solenoid. i RESISTANCE ‘CURRENT DRAW PULL IN VOLTAGE : (ons) (AMPS) (wunutum) PmN | vourace | cou HoT “cow nor | co | Hor oreo | 12voc [sez 1075 | 118t0143 | 1.120123 |osato1o2 | 80 | as orerair | 24voc | 315t0385 | 382t0500 |asztos9 | oa7tooss | 170 | 2 ors6sor | 12v0c | 975101075 | 118t0143 | 1.120123 | oastoro2 | a0 | 8s D/L oveaae | 2avoc | 31510385 | sa210500 osstoo62 |oa7wass 170 | 21 oft oars" | 12v0e |a0t0100 | 11510140 | 1.0t12 |oew10 | B0t090) 10010110 018674 | 12vOC j95t0105 | 115t0140 | 1.15t01.25 | ossta1os | 95 | 11900127 orsa72* | 2avoc | sast03a7 | 433t0513 |os2t0069 | 047%0055 | 180 | 224024 SCREW 003784, | 12vC | 19810220 | 24010295 |osét061 | o4toos 90 | 9Bt121 004205, | 003433, 002689 oos7es, | 2¢voc | 19810220 | 24010295 | 10810122 | oato10 go | sat121 ‘008205, | | 003435, | 002689 | | * Current Production Solenoid Valves | D/L _Dual Lead | FiG.119 ELECTRICAL SYSTEM ns. Jacobs Models 346 B/C/D with Caterpillar PEEC* Controls FIG. 1140 * Information on Caterpilr electronics (PEEC Il) applications is not covered here and will be covered in separate dacuments. 16 - "ELECTRICAL SYSTEM Troubleshooting: CAT PEEC Controls Problem: Engine Brake is Inoperable Probable Cause: No electrical power. Correction: Connect VOM positive (+) probe to common (lower terminal of ON/OFF switch and negative () probe to ground (Fig. 1.1.11). With ignition switch an, VOM should read +12 volts. it nt, check ctcuit breaker or fase and wiring to switch and repair/replace as needed, Probable Cause: Dash switch(es) inoperative. | Fig. 34.4 Correction: ‘A. Connect postive (+) probe of VOM to center terminal ‘of ON/OFF switch and negative () probe to ground. With system energized and switch off, reading should ‘be 0 volts With switch on, reading should be 12 volts, I these readings are not obtained, replace ON/OFF switch, 8. Connect positive (+) probe to center terminal of HILO switch and negative () probe to ground. With ON/OFF switch on and HI/LO switch in lo position, reading should be 12 vols. not, check switch jumper wire and connections and repair/teplace as needed, Connect positive (+) probe to lower terminal of HI/LO ‘switch and negative () probe to ground, With HY/LO ‘witch in lo positon and ON/OFF switch on, reading should be 9 volts. With HY/LO switch in HI position, reading should be 12 vols, these readings are not obtained, replace HI/LO switch, LECTRICAL SYSTEM Probable Cause: Control module defective, Correction: De-energize the system and disconnect the harness, P/M 014383, from the ALIPS harness. Using the three clip leads, reconnect the brown, tan and pink wires, Connect the postive (+) probe tothe tan wire and the ‘negative () probe to the brown wire (Fig 1.1.12). With the system energized and clutch engaged (pedal up), reading should be 5 volts. not, eplace the control module Fis. 142 Probable Cause: ALIPS sensor inoperative. 1 oeer(osinmore | o ay ASDSTON SENN (AIS) Flo. 1143, Correction: i the previous reading was 5 volts, connect the positive (+) probe to the pink wire and the negative () probe to the brown wire. With the accelerator inthe low idle postion, the VOM should read 0 volts. the reading is ‘ot O volts, the learance between the magnet and sensor ‘may be toa large or the magnet may not be in line with the ‘sensor. necessary, realign the magnet and sensor and ‘readjust the clearance to 0.02" (0.51 mm) (Fg, 1.1.13) tf the volt meter stil doesnot read 0 volts, replace the sensor assembly With the accelerator depressed, the reading should be 5 volts H not, replace the ALIPS sensor assembWy the ALIPS sensor assembly functions properly, remove the dip leads and reconinedt the hamess, Probable Cause: Clutch switch inoperative, we FIG. 144 Correction: Connect the negative () probe to the commen, ‘ground point and the positive (+) probe to the white lead inthe main hamess (Fig. 1.1.14). Energize the system, With the dutch engaged (pedal up), VOM should cause a reading of 5 volts. If these readings are not abtained, check adjustment of clutch switch. Switch should actuate in the top travel portion ofthe pedal Readjust if necessary. If these checks are not OK, disconnect the wires at the dutch switch. Check continuity between the switch terminals. There should be 0 ohms resistance with the switch activated (contacts dosed) and infinite resistance vith the switch relaxed (contacts open). these conditions do not exist, replace switch Probable Cause: Service brake pressure switch =] Fie. 118 Correction: Connect the positive (+) probe of the VOM to the normally pen (NO) contact of the brake pressure ‘switch and the negative () probe to ground. With the system activated, suifciet air pressure to activate the brake pressure switch, cruise control switch on, and clutch pedal tp, the volt meter should read 5 volts (Fg. 1.1.15). With the service brake pedal depressed, the volt meter should read ‘wots. these readings are not obtained, replace the service brake pressure switch Probable Cause: Control module inoperative. FIG, 1116 ELECTRICAL SYSTEM Correction: if all ofthe above procedures do not locate the problem, disconnect the wire hamess atthe engine brake spacers. Set the selector switch in Hl, accoerator in low idle, cruise control switch off and clutch switch activated, both blue and yellow wites should read 12 vols (Fig 1.1.16) Depressing the clutch should cause the voltage at each wire to drop to 0 volts. If these readings do not occur replace the contol module, Probable Cause: Solenoid Valve Correction: With the blue and yellow wires disconnected at the engine brake spacers, connect one probe of the VOM to the solenoid terminal and the other probe to ground atthe solenoid body (Fig. 1.1.17). Reading should be 9.75 to 10.75 Ohms for curent solenoid valves, P/N 016640. For early syle solenoid valves, P/N 008205, the resistance should be 198 to 22 Ohms, it ‘not, replace the solenoid valve (see Fig 1.1.9 on page 1.15). If solenoid resistance is OK, check continuity of solenoid lead wires. No reading from solenoid to connection at spacer indicates an oper circuit and wie must be replaced ELECTRICAL SYSTEM Wiring Diagram for DDC Engines rowers (Gaon ¢) iI saisas 9300 Wvaovia ONTaIM 94 ANY Vo9L ‘07 s13a0" Fie. 148 FLECTRCAL SYSTEM 1170 Troubleshooting: DDEC II Controls : Models 760/760A/765 and 71/92A Engine Brakes ‘The Jacobs Electronic Control Module, P/N 017179, is a sealed electronic device and isnot field serviceable. The Contsol WVodule can be operated using the standard dash toggle switches or the Jacobs Dash Switch Module, PIN 017328 0° 017346. To test if this device requires replacement, follow the step-by step procedures within the troubleshooting guide. Equipment Required for Test Voltmeter with 20,000 Ohmy/volt input impedance, minimum. Keep the voltmeter on the 20 VDC/dli scale for the 12-vole control and 200 VOC/div scale forthe 24-volt, control forall test measurements. Note: “TS CONTROL CAN BE USED FOR 12- OR 24-VOLT OPERATIONS. USE +12/24 VOLTS [WHEN REFERRING TO THE (4) BATTERY VOLTAGE, THIS GUIDE WILL MAKE REFERENCE 10 A 12.VOLT OPERATION, [ACTUAL BATTERY VOLTAGE ARAY VARY UP TO 2VOUIS, ! measuring the voltage atthe solenoid valves, make sure that al wring hamesses are connected. I the voltage at the ‘output ofthe controls measured without the solenoid valves connected, bth the BLUE and YELLOW wires wil ‘measure approximately +1 volt. These are internal voltages established by the control module when the output wires are disconnected. ELECTRICAL SYSTEM Operation Function + The inte switch module (used) is connected tothe ower input side of the contol. This is the hamess ‘with the RED and GREEN wires, P/N 015708, +The ON/OFF power switch connects the RED wire to the +12 vol vehicle electrical system providing power tthe control module. + The PURPLE and GRAY inputs select which one ofthe Dk BLUE or YELLOW outputs wall be active. The (AUX LO) GRN/VEL, (RUK HI) ORANGE, (#500) BROWN, and (CLUTCH SITICH) BLACK and WHITE inputs contol when the DK BLUE and YELLOW will be active. To allow the outputs to be active, the following must be true: 1. The dutch switch closed connecting the BLACK and WHITE wires together 2, The (AUX LO) GRN/YEL wire connected to ground evo. 3. The (#508) BROWN wie switches to ground (ovo. 4. The (AUX HI) ORANGE wire connected to ABS. if no ABS, end of wire should be insulated, Before active troubleshooting is begun, check the integity of all wiring and hamess connections to verity that connections are tight and that wires are not pinched of have scraped insulation nai Wiring Diagram for DDC Engines f s9c4i0 Wis s1049 10HNOD ‘(GaoW 2) eanias Jada WYaOVId ONIAIM VZ6/LL STECOM .2IVaa_aYVE "ELECTRICAL SYSTEM 6.1139 vane Problem: Engine Brake will not activate Probable Cause: Check supply voltage Soe ee 16.1120 Correction: With the ignition switch on, disconnect the P/N 015708 hamess from the control module connector. “Measure the voltage atthe RFD wire, Place the positive probe (+) of the volemeter on the terminal of the RED wire ‘and the negative probe (.) to ground. The voltmeter should read +12 VDC (Fig .1,20) this condition isnot present, ‘check that system is energized and check power supply Probable Cause: Check switches and connections Fie. 112 Optional Selector Switch: Disconnect P/N 015708 hamess {rom control module. Measure voltage a both PURPLE and ‘GRAY wires, With selector switch in Hl position, bath wires should read +12,VDC (Fig 1.1.21) this condition isnot present, check power supply, connections and switches. Repair or replace as required. ELECTRICAL SYSTEM Jacobs Switch Group: Disconnect P/N 017263 (017570) hhamess from Jacobs control module. Measure the voltage atthe RED wire. The voltmeter should read +12 VDC when, the main power supply is ON and 0 VOC with main power supply OFF (Fig. 1.1.22). 1 these conditions are not present, check power stiply and connections S cores (or0) eS an I | FIG. 11.22 UL \p ON (Fig. 1.1.23) with main power supply ON and selector switch in LO, the PURPLE wire should read $12 VDC and GRAY wire 0 VDC. With selector switch in [MED position, GRAY wire should measure +12 VDC; PURPLE wire 0 VDC. With selector in HI position, both PURPLE and GRAY wires should measure +12 VOC. M these ‘conditions are not present, check connections, check wiring ‘schematic for proper postion of wires to switch and/or teplace switch. = & FIG. 14.28 Probable Cause: Check clutch switch, Probable Cause: Check output. = Tiremnte oe i ae ee | Ae ae | [ew NTE | Be aa | FIG. 124 — FIG. 14.26 2 Correction: With the P/N 015709 (017378) hamess. ‘connected tothe control module, measure the voltage at the terminal ofthe WHITE wire. With the clutch engaged (pedal not depressed), a reading of 0 VDC should be ‘reasured. With the clutch disengaged (pedal depressed) 2 reading of +5 VOC +/-0.5 VOC should be measured (Fig. 1.1.24). this condition does not exis, check continuity of dutch switch and BLACK and WHITE wires. Probable Cause: Check engine brake enable signal. = ont on guren 6 Bee FIG. 11.25 Correction: Disconnect 015709 (017378) hamess from 017179 module. Sear the engine. Turn the engine brake siitch OFF Place the positive probe of the voltmeter at the {terminal ofthe BROWN wire and the negative probe on ‘ground (Fig 1.1.25). Increase engine RPM to rated engine speed. The voltmeter should measure +12 VDC. Release throtte; voltage should drop to 0 VDC. When the engine reaches idle, the voltage should again read +12 VDC. If the voltage does not change, check connections and wiring. problem continues, have the engine ECM checked. spect DK BLUE and YELLOW wires leading to solenoid vale connectors. Check for loose contact, pinched wires or scraped insulation. Start the engine, turn {he engine brake switch ON and select Hl. Advance the throttle to rated speed and then release the throttle Voltage at both YELLOW and DK BLUE wires should ‘measure +12 VDC (Fig, 1.126), Note: HEN MEASURING VOLTAGE, CHECK THAT [ALL HARNESS CONNECTIONS ARE TIGHT. E THE VOLTAGE IS MEASURED WITH THE HARNESS FROM THE SOLENOID LOOSE OR DISCONNECTED, 6OTH THE DK BLUE AND YELLOW WIRES WILL MEASURE [APPROXIMATELY +1 VOC. THS 1S AN INTERWAL VOLTAGE ESTABLISHED BY THE ‘CONTROL MODULE FOR REFERENCE. : Check Jacobs control module. Correction: Measure the voltage atthe ORANGE wire ofthe control module. With system power ON, the voltage should ‘measure +5 VDC +/- 0.5 VDC (Fig 1.1.27) this condition is not present, replace module, vata ELECTRICAL SYSTEM Problem: Engine Brake performance erratic/intermittent Probable Cause: Check ground connection. Probable Cause: Check for solenoid failure. S | jot | : FIG. 11.28 Conetion: he resstance beeen the engine bockand ‘the negative termina of the battery must be less than Fi6. 1130 ohm (Fg. .1.28). The resistance between the GREEN ite ofthe engine brake control module and the negative _Correction: Measure resistance ofeach solenoid valve termina ofthe battery must be less than 5 ohms for proper (Fi. 1-130), Solenoid valves not within comect values must module operation (Fig 1-129). be repiace. I vehicle is NOT equipped with ABS system: Note: The GREEN/YELLOW wire must be grounded, preferably to RESISTANCE MAY INCREASE SIGNIFICANTLY the same point asthe GREEN wire. These wires should be WHEN SOLENOID VALVES ARE ABOVE 100" isolated from other sytem ground wives. The ORANGE wire SEE 1.19, PAGE 15, FOR ELECTRICAL ‘must not be grounded and must be insulated when notin REQUIREMENTS. use (90 ABS). Probable Cause: Check Alison ATEC automatic es equipped with ABS system: ‘transmissions. Refer to specie As or vehide manufacturers electrical Correction: Check thatthe BLUE/WHITE wire from the tring dagrams or const a Jacobs distributor for more control module is connected tothe ATEC ECM wive #211 information ‘The WHITE wie rom the contrl module is connected to [ATEC ECM wie #213. The BLACK wire from the contol Probable Cause: Check undercover wiing. eine be een i 215700 Fig. 1129 Correction: Make sure solenoid wires are secutely attached +0 the solenoid vahes. ELECTRICAL SYSTEM was Low Engine Speed Retarder Cutoff | eae oD ie) sae al suction Src repens en? Application Chart Engine Fiywheel Cutoff Make and Model Teeth speed (Rem) | Trim Required ‘Mack Carmine NT 118 50 Gat both green/yeow and bluefwhite Cummins 10 ier 105 950 ‘Cut both geen/yellow and bive/white AT 5405 13 80 Cutboth green/yeliow and blue/white car 3406 us 1060 ut green/yellow only AT 3506, 132 910 ‘Cut green/yellow only AT 3306 156 960 Gut blue/white only Refering to the chart above, selec the engine make and model and the desiced cut-off speed (RPM) ‘and cut the Control Module wires accordingly. Install caps on the ends of wires for insulation. FIG. t18t vate ECTRICAL SYSTEM Troubleshooting: Low Engine Speed Retarder Cut-off Problem: Engine Brake will not operate. Probable Cause: Power supply wire (red) disconnected, not energized. —— ax. sos onance ‘oxrven (neo) FIG. 4182 Correction: Check thatthe connector between the vehicle power supply and the redline to the Jacobs control module tight and fee of any corrosion o ol Wit the vehicle igntion tured on, +12 VOC must be measured atthe red wire (Fig 1.1.52). fo, continue with checks. Probable Cause: Blown fuse or circuit bresk Correction: Replace fuse (10 amp) or reset circuit breaker. ‘Search for couse of blown condition, Probable Cause: Disconnected or bad fuel pump switch. dlode FIG. 1338 ELECTRICAL SYSTEM Correction: Check that connections are made and are tight Check for corrosion on terminals and clean as required. CCheck function of fuel pump switch. With the switch open, ‘the VOM should register an “O.L" condition Fg. 1-133), ‘With the switch dosed (plunger released), the VOM should register continuity Replace or adjust as needed Probable Cause: Disconnected or failed dutch switch. Fis. 1134 Correction: Check that connections are tight on the clutch switch terminals. Check that there i no corrasion on Connectors. Clean or replace as required Check the dutch ‘witch, With igntion ON and the Jacobs ON/OFF switch ON, ‘measure the voltage at 7A (Fig. 1.1.34), VOM should read +125 VDC. At position “B" with switch dosed, VOM should measure +12.5 VDC; with switch open, 0 VDC at position 7 Probable Cause: Disconnected or tailed selector switch, Correction: Selector switch LO: 125 +/- 1 VDC must be ‘applied tothe purple wite to activate the blue solenoid output wire, Selector switch MED/HI: 125 +/-1 VDC must be applied to the gray wie to activate the yellow solenoid output wire va Probable Cause: Orange wire grounded. Correction: ABS (Aux) connection High: Orange wite for rormal operation i not used. f connected to VOM, reading should be +5 VDC. eonnected to ground, engine brake. will not operate eroune —<— ems FIG. 11.86 Probable Cause: Pink/white wire not grounded. Correction: ABS connection LOW: Pink/white wire is, for ‘most applications, connected to ground with the green Wire. not connected to ground, brakes wall not operate, VOM reading when not connected should be +5 VDC ig. 1.135), Probable Cause: Green wire not grounded or inadequately grounded. Correction: Ground reference must be 1 ohm or less ‘measure with VOM. Probable Cause: Trim wires not property cut. Correction: Check application chart (Fig 1.1.31) for proper wires to be cut FIG. 1136 Correction: Check that connections are tight with no evidence of corrosion Disconnect hammess at the control module. Measure resistance between tach sender wires; 50 300 ohms isa good reading (Fig, 1.1.56). The Motorola 7EP2035 or Volvo/White 13603-0015 will read 245 255 ohms, Readings outside the accepted range indicate a short circuit ‘or broken wire, ‘The sensor must be properly adjusted to manufacturers specifications to generate the proper signal. Probable Cause: Bad control module. Correction: If all the above steps check Ok, module FLECTRICAL SYSTEM Problem: Brake modulation does not work properly. Probable Cause: Gray and purple input wires not ‘connected or improperly connected to switch. Correction: Check for tight connections and no corrsion, + Gray wire to MED/HIGH selector position, + Purple to L0 selector position Probable Cause: Selector switch failure, FIG. 1137 ‘Correction: With the selector switch in LO position, ignition ‘ON and ON/OFF switch ON, measure voltage output at ‘purple wire (Fig. 1.1.37). Proper reading should be 12.5. *4/-1 VOC. Measure output at gray wite. Output should be VDC Select HI positon on selector. VOM should read 125 4/1 VDC at each output terminal Probable Cause: Blue and yellow output wires disconnected or reversed. Correction: Check to be sure connectors ae tight and there {ate no signs of corrosion. Check that the blue wires attached to the canter housing (housing installation) or the rear housing (2-housing installation). Insure the yellow hhamess is attached tothe front or fst and thd housings. [ELECTRICAL SYSTEM With the engine operating transmission in neutral, dash switch on, selector switch on Hi accelerate engine to high ide and then release throtle, The VOM readings atthe blue and yellow wires should be 12 VDC (Fig. 1.1.38), FG. 1138 CCheck that 12 VDCis present at housing connectors). If engine brake does not operate, remove valve covers) Probable Cause: Solenoid valve does not function. FIG. 1139 Correction: Check to be sure solencid harness is properly connected With electrical power OFF, check resistance of solenoid col VOM should read 9:75 - 10.75 ohms (Fig. 1.139). 1 it does ot, replace solenoid va. Problem: Engine Brake operation erratic. Probable Cause: Improper ground, Correction: Using the VOM, measure the resistance from the point the green wire if grounded to the engine block, Resistance must be no greater than 1 ohm, f resistance is steater than 1 ohm, the ground wite must be repositioned to the engine block The green ground and the pinkyiwhite wie must be grounded alone. Grounding with other components at 3 ‘common point may lead to "phantom signals causing erratic operation, Probable Cause: Improper or insufficient tach signal. FIG, 1140 Correction: Discannect Weather Pack connector from Jacobs control module, Measure the resistance between the ‘wo wires trom the tach sender (Fig 1.1.40). An acceptable reading will be from 50 to 300 ohms. The Motocola EP2035 or Volvo/White 13603-00153 will read between 245 - 255 ohms. Readings outside this range indicate a short crit or broken wires. Probable Cause: Check that the tach sender is properly adjusted. Correction: With engine running, measure AC voltage signal between $00 - 800 RPM and recocd reading (ig |.1-41). ‘Above 1000 RPM, the VAC should be greater. Ii isnot, replace the sending unt. Fig. nat Probable Cause: Insufficient tach ground Correction: Measure the resistance of each tach sender wire to ground (Fig, 1.1.42) The one wire with a reading of © ohms is at round potential. This wire should be cut and the two ends insulated. the problem continues, add & seperate sending unit forthe low speed signal. FIG. 142 1120 FLECTRICAL SYSTEM Basic Wiring Diagrams BASIC. WIRING DIAGRAM FOR NON-ELECTRONIC 2-MODE SYSTEM “TWO-DASH SWITCH CONFIGURATION re Ho ‘oworr rine winder Hx ‘nee BASIC WIRING DIAGRAM FOR NON-ELECTRONIC 3-MODE SYSTEM mcr bk: a ong Ast e ° center Front ELECTRICAL SYSTEM NONE BRARENOUSINGS FIG. 11.43 Caterpillar Cab Controls _ 1994 CAB CONTROLS FOR CATERPILLAR 3176B AND 340GE RETROFIT omnis “mea Oe | ‘catia! A | | ! FIG. 1444 vga ELECTRICAL SYSTEM Wiring Diagrams for Caterpillar Engines (609) wassks onrwvas x00FUNY Hu oroHA ‘OKZ ONY O14 4O SAXITUd YIGNNN TVIES HLIM GANIONA OLIG AYTIAAAIVO BOS WVAOVIG ONIIIM ALIE ONY ALIE ‘L1G “ALI “VLIE9 “L169 ST20ON «2xvAa ave FIG. 1145 vas FLECTRICAL SYSTEM g g Diagrams for Caterpillar Engines Wi Jandy vasa op S63 eons (av) nasexs owas Yoon snosaM aTOHAA ‘9kz2 GNY O1L 40 G3XIdS¥d UIAWNN TWRS JINIONA OL@ BV TUANALVO YOd WYAOVId ONRIMA 3LIE ANY GLIC "2LIe “ALIE VLIGD ‘L129 ST3GOW «VRE FAVE FIG. 1146 FLECTRICAL SYSTEM Wiring Diagrams for Caterpillar Engines CATERPILLAR 3406B AND 34066 PEC Ill ENGINES. WITH SERIAL NUMBER PREFIX OF 4CK JAKE BRAKE* APPLICITIONS FOR | VEHICLES WITHOUT ABS | cee wor ota? 2 sents oR Sats a | riko se Hanes g rmgeess 3 Creo —ainveo SF -BRONN—™ TO FIN 22 CATERPILLAR INTERFACE. CONNECTOR LLOwW—— BE} REAR FRONT HOUSING HOUSING FG. 1447 ELECTRICAL SYSTEM 125 Wiring Diagrams for Cummins CELECT oe i 2Noxa ‘SANIONG MIM ONY 93730 O11 SNINWIND YOd AVEOVIC ONTHIM eSIVaE SVE FIG. 1148 ELECTRICAL SYSTEM susie an aNIONa Wiring Diagrams for Cummins CELECT ‘ANION 103739 FIN NY SG@IN GNINHIND YO4 WYBOVIC ONTHIM o3 VAG SWE FiG.11.49 "LECTRICAL SYSTEM ngines seouiey, s2ejsoau) o149p ssowie} sosueg ousbug Wiring Diagrams for DDC E: WY8OVIG ONISIM I Savas 9500 994 GNV VO9L ‘09L $1300W o3x¥ua B¥VE Fig. 1150 ELECTRICAL SYSTEM 1138 Wiring Diagrams for DDC Engines — ae oe = === PES fae re SS3NAVH 39V4aaINI 31OIHaA SGANAVH YOSNAS 3NIONA WV8OVIG ONTAIM Iii GaIdaS 9400 OGL THGOW pW aT Fie. 1181 vas ELECTRICAL SYSTEM Wiring Diagrams for DDC Engines onan usu po oe Se > teri SS ‘SSANUVH SOV4YaLNI F19IHAA SSANAVH YOSNAS ANIONS WVADVIG ONPAIM II SaIwaS J4G0 VEGI THGOW ova SWE Fig. 1182 FLECTRICAL SYSTEM 1.2 Hydraulic/Mechanical Theory of Operation When an engine brake is energized. a power- producing diesel engine is converted into a power absorbing air ‘compressor. As shown in the schematic diagrams below, this is accomplished by the motion of a mastersiave piston arrangement. Near the top of the normal compression stroke, the cylinder exhaust valves open releasing a compressed, cjinder charge to the exhaust system, Preventing the engine from producing positive power. Operational Sequence ‘Step 1 (Fig. 1.2.1) The main components ofthe hydraulic system are the solenoid valve, the control valve, the master piston and the slave piston. The control valve and the solenoid valve regulate the flow of the engine oi which acs a lake Brake hydraulic fluid, As shown in this igure, when the Jake Brake is notin operation, the solenoid vale is closed, preventing engine oil from entering the ster and allowing ol 0 drain to the sump from the previous operation. FIG. 121 HYDRAULIC/MECHANICAL Step 2 (Fig, 1.2.2) When the solenoid valve is actuated, ol fils the passageway to the control valve, This exerts enough force to false the control valve inside ts bore and unseat the check ball inside the conirl valve. Engine ol then flows out through the contro! valve cross-port ils the passageway between the slove and maste pistons, and forces the master piston down agains the injector rocker lever adjusting crew, oF in some engines the exhaust rocker lever adjusting screw ‘of an alternate cjinder. This sequence connects engine camshaft motion to engine brake timing. Step 3 (Fig. 1.2.3) ‘When the rocker lever adjusting screw contact the master Piston oil pressure increases and seats the check ball inthe ‘control valve. This creates a closed hydraulic sytem between the slave and master pistons. The ol pressure in the closed system increases and forces the slave piston down against the exhaust vale crosshead (bridge). The exhaust valves then open just before the engine piston reaches top dead center, releasing compressed air fromm the finder When electrical power i disco inued to the solenoid vale, engine lube ol is blocked from entering the brake housing, The inner control valve spring forces the control valve to the bottom of the control valve bore. The entrapped oil rom the master piston/slave piston circuit can now escape from under the contol valve cover, ending the engine brake. ode. To FI6.123 Brake Housings and Rocker Groups Inspection Before inspecting the brake housings and rocker {roups, remove over-engine equipment such as ait he and turbocharger crossover pipes, plus the valve ‘mechanism upper covers. With the valve covers removed, start the engine and le the engine warm up to operating temperature. Manually depress the solenoid cap and make the following checks. WEAR EVE PROTECTION AND DO NOT EXPOSE YOUR FACE OVER ENGINE AREA, “TAKE PRECAUTIONS TO PREVENT OI LEAKAGE DOWN ON THE ENGINE, WHENEVER ENGINE IS RUNNING AND VALVE ‘COVERS ARE REMOVED, OL SPLASHING IN “THE ENGINE BRAKE AREA COULD CAUSE PERSONAL JURY, 2. In Models 53/71/92 series, Models 59/903, 336 ‘and Model 404, check all oil connector screws and seals to ensure that oilis being transferred to the ‘adjacent housings and screws are not loose or broken b. Inspect the nylock plugs on housing ends where applicable to make sure none are leaking. ‘<_ As solenoid cap is depressed, check master piston assemblies to ensure that no binding occurs and all drop from their respective bores evenly and immediately nove IN SOME CASES, IDLE OIL PRESSURE IS NOT [ADEQUATE TO OPERATE THE ENGINE BRAKE (SEE FG 125 FOR OM PRESSURE REQUIREMENTS), 1 ToS CONDITION ENTS, ANSE THE RPMS BY USING THE THROTTLE RELEASE THE THROTTLE AND THEN MANUALLY DEPRESS THE SOLENOD, 4d. Look for any cracks in the engine brake housings. Look fr leaks from the solenoid upper seal area, 2. Release solenoid cap and check for 2. Immediate shutoff. Check the condition of oi! ‘exhausted from the control valve cover ‘exhausted oil has bubbles ors foamy in appearance, ai is present in the system. Repeat this procedure several times. if aeration continues, the source of aeration must be determined before continuing with diagnostic procedures. Aeration ‘causes a spongy brake because of reduced piston travel b. Quick and complete master piston retraction. Engine Brake Housing Oil Pressure Check To propery troubleshoot the engine brake, the mechanic ‘must know the supply oll pressure reading to the engine brake housing. The mechanic must understand thatthe ofl pressure reading on the instrument panel gage isnot the same as at the engine brake housings. fry ‘HYDRAULIC/MECHANICAL Insufficient oil pressure to compress the contral valve return spring of to cause deflection ofthe master piston retuin ‘pring wll prevent the brake from working. Partial or incomplete compression and deflection ofthese springs fcom marginal el pressure supply will produce marginal, ‘any, brake performance. note {WHEN MAKING OIL PRESSURE CHECKS ON JACOBS MODELS 401,408 AND 760 (NOT ‘0A OR 765), 1S NECESSARY TO START AT IDLE SPEeD AND THEN GRADUALLY INCREASE RPUS. THE ONE WAY CHECK VALVE IN THE HOUSING ENTRANCE PREVENTS THE TOTAL ESCAPE OF ENGINE ‘LF FULL RPM OL PRESSURE IS TAKEN FFRST, THAT PRESSURE 's ACCURATE. HOWIEVER, WHEN THE RPMS ARE LOWERED, THERE'S ENOUGH ENTRAPPED OIL 0 GIVE AN ARTICOALLY HIGHER READING. TO (CORRECT THIS CONDITION, LOOSEN THE ‘SOLENOID ADAPTERS AND ALLOW THE PRESSURE TO BLEED DOWN, THEN RETIGHTEN THE ADAPTER AND RECORO THE PRESSURE. SHUT DOWN THE ENGINE BEFORE LOOSENING THE SOLENOD, toil pressure is insufficient for engine brake operation, the engine should be examined by an authorized facility Oi may be leaking past cam bearings, rocker bushings, or other ci pressure-ed engine bearings, if worn. This can produce insufficient oll supply to operate engine brakes. Brakes ‘could operate an higher RPM levels, but fade out at lower RPM levels. ‘On some of today’s new diesel engines which operate at lower average regulated ol pressures, ol pressure values below 1000 RPM are not of great concern. Below this ‘engine speed, the engine brake is least efficient. The old standard that the engine brake should stall the engine at idle asa troubleshooting technique is now outdated. High oil pressure or “over pressure" can also cause poot braking by forcing the control valves to shut off the engine brake units. This can occur on models that have the control valve double spring over pressure system, The double spring system allows the control valve to shutoff the engine brake before oll pressure reaches a level which can cause the slave piston to jack. ‘See Fig. 1.25 for specific ol pressure requitements for the Control valve springs used in the brake model you are ‘working on, FiG.124 Oil Pressure Test Kit, P/N 018280 4ILNo. Part Name ’ Pressure Gauge 2 Body, Control Valve - Pressure Test 3 Solenoid Valve - Pressure Test 4 Adaptor Pressure Test 5 Solenoid Seal Ring © Solenoid Seal Ring 7 Solenoid Seal Ring 8 ——_Conttoi Valve Cover Removal Tool Nl Tool Box NI Instructions - Pressure Test NE Chart, Oil Pressure ‘The tools inthis kit can be used to determine engine oil pressure available for operation of any model Jacobs engine brake. Complete instructions are contained in the kit. TO PREVENT PERSONAL INJURY, WEAR SAFETY GLASSES AND USE CAUTION WHEN WORKING ON AN ENGINE. WHEN ENCINE IS RUNNING, COVER OPEN AREAS WITH TOWELS TO REDUCE ONL SRA, HYDRAULIC/MECHANICAL Preliminary Checks |. Before staring engin, check the following 2 Gillevel on dipstick. Over or undrfll condition in crankcase wl cause aeration in the engine brake hydraulic system. I oillevelis questionable, reer to manfactre's chart for comeatdpaickcaloration.Re-airate necessany. . Concton of engine lubricating olor presence of {uel or water or both, This indeates engine problems end must be conected 2 Check engine brake slave piston setting and engine valve injector setings. See appcable instalation and Serie Iterture 3. Weak intermittent a no engine braking may be due to electical, hydraulic or mechanical problems Porto Using the test hit check al elecncal components Switches wiring and save piston adjustments. ry | ZI S | a y CONTROL. VALYE. FIG. 128 NOTE: ‘COMPONENTS USED WITH THE CONTROL VALVES IN VARIOUS ENGINE BRAKE MODELS MAY DIFER (SEE FIG. 1.2.5), RE SURE ALL PARTS ARE REINSTALLED INTHE SAME ‘ORDER AS REMOVED. REFER TO INSTALLATION taAMUALS FOR SPECINC [MODELS IN QUESTION. erase = EARLY PRODUCTION | PIN 001824 FIG. 12.6 Control Valve Component Inspection REMOVE CONTROL VALVE COVERS ‘CAREFULLY. CONTROL VALVE COVERS ARE [UNDER LOAD FROMTHE CONTROL VALVE SPRINGS. REMOVE WITH CARE TO AVOID PERSONAL INJURY 1. Hany ofthe above problems ace found, inspect the control vaive components ofthe questionable ofinder for the following 2 Broken control valve springs. b. Smooth movement of the cantel vale in its bore. Spring tension and check ball seating in the base ofthe control vale body. 2. Apply pressure tothe control valve cover and slowly femove the hex head capscrew or snap ting. Slowly ‘aise the cover until all spring pressure i relicved, 3. Remove the control valve springs and other ‘component, if applicable 4. Using needle-nose pliers or fingertips, reach into the bore and grasp the stem of the control valve. Pull the ‘vale straight up and out of ts bore. If binding occurs, clean or replace if necessary. aa HYDRAULIC/MEGHANICAL aa J FiG.127 | CURRENT PRODUCTION 1 — rintoo1200 PIN on@s0 Be eee | emorzes rors FI. 12.8 HYDRAULIC/MEGHANICAL Engine Brake Oil Pressure Requirements Current Production Engine Brake Models Fill Over Control Control Valve Flow Press, Model Valve Springs PSI ST 317B/C 018458 O10504/19190 185075 €336/A 011950 007500/010843 16-80 95 340011950 011435/011434 1678 100 349/A 011930 011823/011434 20.87 95 s0a8G 011283. 011825/011253 205375 4040011283 007500/011253 25568 78 425A 011930 007500/001519 22.5365 450 011930 007500/010843 16-00 95 440/A 011950 007500/011253 25.65 70 6808011930 005109/010843 35.90 110 e808 11950 011823/010843 25.85 '50 71/92A 011930 007500/011434 15-7785 TeOR/755 011930 018179/001519 25-56 78, Past Product Engine Brake Models C3I7A 18434 001516/011253 25-56 78 46001200 01518 254 N/A C3468/C 011930 011435/011484 1678 100 20 (001200 991012 20-58 N/A 30/258 001521" 001518/001519 25-56 78 308 011283 007500/001519 1554 66 59/598 001521 003109/003110 35-78 92 598, (001521 005109/010843 35-104 110 903 (011930 001516/010883 25.20 90 200001200 003410. N/A K1150 001200 006536 Ter N/A K1200 001521 007500/001519 15-54 66, 400,400H 011283 007500/001519 15-54 66 4014/B/C 007505" 007500/011253 15-45 65 404/4048 011283 011825/011253 205375, 408C 011283 007500/011253 2556 78 425/420 011930 007500/001519 22.53 65 443 011930 007500/011253 25-65 70 675, 001200 01518, 25+ N/A 675A 011930 011435/011454 16-78 100 53A 011930 o01012/001519 225365 760 011930 001518/001519 25.56 78 * The Jacobs control valve, P/N 007505, has been superseded by P/N 011283. The Jacobs control vale, P/N 001521, has been superseded by P/N 071930. ‘Acamnon 100 NOT INTERNIX SPRING COMBINATIONS. 1.3 General Problem Analysis Tools and Parts Available for Servicing and Maintaining Jacobs Engine Brakes Tool Box oo! Box for All Models: P/N 017469 Too! Boxes fr Engine Families Caterpilla: P/N 017465 ‘Cummins: P/1 017468, Detioit Diesel: P/N 017466 Mack: P/N 017467 Tool Box oniy: P/N 017471 Oil Pressure Test Kit Use foal ake Bake models to troubleshoot wesk and/or 10 engine brake conditions Check engine el supply pressure atte engine brake Solenoid valve andthe contol valve. Pressure gage, three adaptor seals and control valve cover release tool packaged n'a sturdy case Includes laminated chart with specifications forall past and ‘ment models Tune-up Kits Genuine lacs replacement pars Everything needed for a complete tune-up in one convenient package. Complete step-by-step instructions. Al parts include the latest lacobs design improvements. Al pats backed by full Jacobs replacement parts warranty ‘GENERAL PROBLEM ANALYSIS Problem: Engine fails to start Probable Cause: Solenoid valve stuck in “on” position. Cotrection: Ensute that electrical current is off to engine brakes. If solenoid valve remains “en” (cap dow) wath, current of, place solenoid valve Problem: Engine brake will not operate Probable Cause: Blown fuse, open electrical leads. Correction: Look for short circuit in witing. Replace any broken, bile of chafed wires. Check solenoid tab fr signs of shorting; replace if necessary. Replace fuse (10 amp), Prabable Cause: On/of switch, clutch switch, throttle switch or multi-position switch out of adjustment or defective, Correction: Use a vol/ohm meter to make certain that there is electrical curent avalable at both terminals of each switch, Readjust if needed or replace if voltage will not pass ‘through switch, DO NOT TOUCH ELECTRICAL CONNECTION [WEN SYSTEM! IS ENERGIZED. Probable Cause: Incorrect electrical power source. Correction: Power supply must be a minimum of 12 VDC. Recommended power source if from the key switch “on” Position. Ensure that power is not taken from a source with 4n additonal on/off switch, ie, ight switch. Make sure ‘wiring i in accordance with Jacobs installation maral for brake model Probable Cause: Low engine oil pressure. Correction: Determine oil pressure at engine brakes using procedures given in this manuel (see Section 1.2 for oi! Pressure requirements). If il pressure is below specifications, engine should be repaired in accordance ith manufacturers’ procedures. Problem: Engine brake. activates with switches open (off) Probable Cause: Center solenoid valve seal ring damaged. Comection: Remove solenoid. Replace al eal ings Probable Cause: Engine brake improperly wired, Correction: check wing in accordance with Jacobs wing digroms Problem: Engine brake slow to operate or weak in effect Probable Cause: Lube oll cold and thick, Correction: Allow engine to warm before operating brekes. Probable Cause: improper slave piston adjustment or slave piston binding in bore. Correction: Readjust in accordance with Jacobs procedures for model brake in question. Ensure that slave piston tesponds smoothly to the adjusting screw by loosening jer fut and screwing the screw through it ful travel for ful slave piston motion. Make sure piston travels full ange without binding or sticking REMOVE SLAVE PISTON CAREFULLY WHEN DISASSEMBLY iS NECESSARY, USE EMER THE JACOBS SLAVE PISTON REMOVAL TOOL ‘OR AN ARBOR PRESS. SLAVE PISTON SPRINGS ARE UNDER HEAVY COMPRESSION, Probable Cause: Lower solenoid seal damaged, allowing oil to exit housing. Correction: Remove solenoid valve and replace all seat tings. Probable Cause: Solenoid screen clogged, stopping. supply of oll to brake, Correction: Remove solenoid valve and clean or replace GENERAL PROBLEM ANALYSIS Problem: Engine brake slow to operate or weak in effect (cont.) Probable Cause: Master piston not moving in bore. Correction: inspect maste piston and bore or scoring or bums if ny present, dean surface with crocus doth i unable to remove Buns, eplce piston or housing. Inspect lube oi fr sighs of contaminants ny ae present, replace ol and ters and conect cause of contamination Probable Cause: Control valves binding in housing bore, CConection: Remove contol vale. bodys scored replace contol vl. Check for cntaminans in be ol lean housing and contol valve. binding continues, place housing Probable Cause: Control valve defective. Correction: Remove contol vale. Make sure check balls seated in bore and can be moved of seat. Make sure there is sping pressure against ball Flush in cleaning solvent. Replace # necessary Probable Cause: Switch operation sluggish. check dash switches, clutch switch trot suitch ‘Correction: Readjust or replace switch. Check thrate or dutch return springs for proper operation. On 71/924, ensure engine is going to "no fue” positon and governor ‘ser beanmg is allowing te governor operation. Probable Cause: Solenoid valve operation erratic Correction: Check solenoid vale using electrical specifications explained inthis manual oy, with key on, bake switches on and engine of activate solenoid electrically. Ensure solenoid cap depresses 'D0 NOT TOUCH ELECTRICAL CONNECTION [WHEN SYSTEM IS ENERGIZED. Probable Cause: Engine broke housing plugs leaking. Correction: Check plugs fr signs of leaks. If Teaks are present, remove plug, clean threads and install at 100 Ibn, (11 Nem) torque. Use Jacobs plugs. Probable Cause: Outer contro valve spring broken, or engine oll pressure extremely high (see Section 1.2) Correction: Outer control vive spring broken allowing ‘control valve to over-index. Problem is engine lube system, ‘Consult appropriate engine repair manual for causes of high lube oil pressure. Problem: Oil pressure dropping below minimum required for engine brake operation Probable Cause: Upper solencid seal ring damaged. Correction: Remove solenoid, Inspect seal ring and replace all seal rings. Probable Cause: Damaged oil supply seals under or between housings. Correction: Remove housing and replace seals, Inspect for cracked or broken oil connectors replace seal. Correction: Check for aeration of the ol. Activate, then deactivate engine brake. Watch escape cil coming from control valve cover. foil has bubbles ori foamy, ait is present in system. Aeration can be caused by the crankcase being too ful of oil or not enough oil bing present in the ‘rancase, a crackin the oil pickup tube or leaks inthe oil, Suction tube of hose. Cotte in accordance with manufacturer's procedures. Probable Couse: Lubricating oil being diluted by fuel oil Correction: Have an ol analysis of lube oil to determine i fuel is present. Comect per engine manufacture’s procedures. Probable Cause: Low engine oil level, ‘Correction: Consult engine manusl for spectications. Add ‘il or re-clibeate dipstick as required. Probable Cause: Wom engine rocker lever bushings. Correction: Replace bushings in accordance with engine ‘manufacturer's procedures Probable Couse: Oil leaking from around cylinder head. Correction: Repair causes of leaks. Probable Cause: Restrictions in the oil passages leading to engine brake. Correction: Inspect all the passageways, remove any items restiting ol flow. Probable Cause: Models 401, 404 and 760 only (not 1T6OA of 765). Check ball valve assembled inversely oF more than one spring is used. Correction: Remove check ball valve. Check number af springs used, Reassemble, using one spring in the following order ‘Mode! 401: Fest insert the spring, then the bal, washer and retaining ring. Models 208 and 760: Fist inser the ball then the spring and plug ‘GENERAL PROBLEM ANALYSIS ‘Problem: One or more cylinders fail to stop braking or engine stalls. Probable Cause: Control valve inner spring broken. Correction: Replace inner spring. Probable Cause: One or more control valves stuck in “on" or up position. Correction: Check contol valves for binding. Remove and ‘dean or replace if necessary Inspect lube of for contaminants. Probable Cause: Solenoid valve sticking in “on” position. Correction: f solenoid value cap remains down with no electric current being supplied, replace solenoid valve Probable Cause: Center solenoid seal ring damaged. ‘Allows oil to enter brake with solenoid valve closed. Correction: Remove solenoid and replace all seal rings Probable Cause: Solenold valve exhaust plugged. Correction: Remove any restrictions at exhaust (bottom) of solenoid vate. Probable Cause: Clutch switch or throttle switch stuck in “on” position or out of adjustment. Correction: Check fr proper operation, Readjustor replace as needed Problem: Engine misses or loses power. Probable Cause: Slave piston adjustment too tight. Correction: Readjus slave piston clearance in accordance ‘with appropriate Jacobs installation manus Probable Cause: Insufficient clearance between exhaust

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