These are expensive engines to do overheads on. Take special tools.

What is your address where your shop is at

Totally agree. Great words right there. Jim

I also wish I did post more, but there are a variety of factors that make it difficult to make videos often, that may change next year though.

Thanks Larry, you watched that one quick.

@@AdeptApe yup...standing by. :) keep warm.

because there is someone who is competent is his field not only showing vehicle repairs but teaching newbies how and why diesels work. The destruction of the week always comes back to the lack of maintenance, mechanic error or parts failure. Got a voice like Mike Rowe that gives you confidence in his ability.

your comment is a face pal. you dont know anything about diesels with jakes. It can be low as anything. If there is enough oil pressure to register the gauge, tan the jakes wll work as normal. BEing 2-3 gallons low on a 10 quart capicity wont hinde anything. You are full of crap.

@@mikegrazio5376 Imagine saying being 2-3 gallons low and then saying it is a 10 quart capacity. YIKES.

freightliner hasn't used 3 position switches in years. It's just high low, 6 cylinder and 3 cylinder braking

CM870 don't have an injector harness I don't think you could even say you jake rebuild as they only have 3 o'rings in the solonoids, hardly a rebuild.

@@Dilanom you're correct, meant the engine brake harness, don't take it literal

I have a face for radio and a voice for the deaf. Thank you though.

you gay brah?

@@mikegrazio5376 are u

patrick hallyburton I agree to a certain extent, at one time we all knew nothing but we all had to learn, the thing is learning the proper way and what I have found to be very difficult nowadays is a lot of companies do not want to give out any information because they want to make sure that they can get the money themselves. That’s why I am very thankful that there are individuals out there willing to share their knowledge. Thank you

@@jeffsimonar7161 to an extent, if you are way out of your league its better to leave it to someone else. 99 times out of 100 i see people cause themselves more money lost because they feel that they can just "figure it out" when they dont understand the basics. i see people take a 200$ problem and turn it into a 3000$ problem very quickly. that being said there is lots of stuff that can be easily taught and done with little training, its understanding the difference that is the key

Well a SIS login doesn't mean you can acquire factory passwords. You do you a SIS login or CWS technically is what Cat calls it, but then you have to be setup in the Feature Protection System of Cat and as a customer that isn't possible unless you work for a dealer.

@@AdeptApe That's sort of what I figured. Thank you for replying and so quickly at that! Appreciate the time you put in and help you provide. Take care!

no. they are not set up that way. none are. you must work for that company

Maybe it was a Pac-brake, worst possible choice for an engine brake on a Caterpillar engine. They wanted constant attention, and a slider kit installed every weekend to work correctly.

It's under the stupid valve cover on the C11 and C13. If you rewatch this video you can see it towards the end of the video plugged in to the valve cover base by cylinder 1.

@@AdeptApe okay I will rewatch. Thanks for the reply. I figured it was under the valve cover since I couldn’t find it anywhere else externally. Just wanted to double check before I dove right in. I always make sure to give your videos a thumbs up 👍🏼 Very informative. Thanks again

Not sure on a C11 liter with out a serial number, they are rare. But on C13 and C15 liter you have two types of IVA oil psi sensor's. One with a pigtail and one without. The 15 liter they want the newer one and you have to buy a harness to make the connection. C13 depends on serial number.

@@johngoldsmith6629 yeah the sensor was ordered per serial number and that’s the number they came up with. It did come with the pigtail harness, but for whatever reason, not the small oring. Had to order that separately

@@skywalker7228 That is normal, be careful and don't over tighten the sensor, you will damage the circuit board inside. Best to use a 12 point crow foot so you wrap around the nut. A open end wrench will side load two sides and damage it. Or take a box end wrench and slide it over the wire. They do show it with and with out pig tail sensors. Be careful and SIS has known to be wrong. As of right now a new version is out and it has errors.

I will be making one in the future, hopefully soon. They are a good engine.

@@AdeptApe Awesome, i look forward to it! Keep up the great work!

The air compressor can cause this. Remove the hot hose line and see if the blowby drops.

@@AdeptApe thanks a lot, i will check!

@@AdeptApeis there any risk to the engine if i run it until i can get a new air compressor?

What I've seen over the years, the for profit schools don't really care if you learn anything or not 🥺

The guy who "fixed it" before Josh fixed it is exactly the kind of guy who gives auto mechanics (and Diesel mechanics, in some cases) a bad name.

I think it's someone who doesn't have confidence in the genuine seals Maybe they come across it as a common leak and do it now before it causes a mess

I'll explain it as simply as I can. Jakes work by holding the exhaust valve open very slightly during the compression stroke. This prevents the compressed air from behaving like an "air spring" because it can escape from the cylinder thru the slightly open exhaust valve. In effect, this forces the engine to behave like a giant air compressor & of course it takes a good deal of energy to compress a large amount of air. That's where the braking force comes into play. To answer your question, the escaping air travels at immense velocity & pressure past the exhaust valve when the Jake is activated (it goes supersonic--that's why straight pipes really talk when the Jakes are on). The velocity/pressure is great enough to spin the turbine faster than it would if the Jake was not activated. A faster spinning turbine wheel spins the compressor wheel faster, so you get boost. It's also compounded by the fact that the engine isn't really wanting or needing the extra boost pressure being developed so it can cause the gauge to quickly spike.

That was my exact theory but I figured I’d like to hear it from josh but thanks for sharing the knowledge.

You’re right about the X15. ISX/X15s have the strongest Jake I’ve ever felt

@@isaacrecord6162 - LoL, when it happened, it scared the living hell out of me. Almost 40-years driving big trucks, I've never experienced Jakes so strong before. This was a brand new rental truck I rented while mine was having major work done due to exploded turbocharger. The seatbelt saved my life that day.

Did it destroy the shaft and rockers? Had someone do that on a 3516 engine once.

Yes it's was 2ws. I replaced the shaft and rockers for the one shaft. They weren't as bad as you would think. The customer said it ran like that for 2 years. I also installed the updated hold bolts.

On this one they would hit for 1 to 2 seconds then nothing.

You can't, engine brake on this electronic engine is programmed to shut off at 1,000 RPM's or lower. Engine should not be able to turn 2500 RPM's.

@@johngoldsmith6629 thank you. And I don’t quite know what it turn at max rpm I was just giving a random number. We have the computers at school I guess that’s how we will diagnose it.

@@Basstaco69 What program do you have?

Cold oil, broken spring or bad solenoid, I would check for them first.

A BXS has a Jacobs brake. Which has three separate engine brakes. Low should be the middle hsg. Medium should be front and rear. Naturally high is all three. At the front valve cover connector, pin 10 is for the front, pin 11 is the middle and pin 12 is return for the front and middle. Rear connector pin 1 is supply and pin 2 is return. At the ECM pin 9 is return for all three. Pin 10 is Med/High, pin 11 is Low/High. Also at ECM from cab, pin 5 is your common, Pin 23 is Low/High, Pin 40 is Med/High.

I change all fuel lines and fuel transfer pump, adjust injectors and noting change!

Man am about to buy a truck with this engine 3406E 2ws are those good and reliable engine It’s freshly rebuild and the guy asking 27k for that truck ... I have the c-15 dual turbo and I really hate to let go , No issue since o bought the truck 3 years ago

@@cryptoanalysts5793 I personally love the 3406E because of the single turbo setup. To me they are pretty much indestructible because they've been around so long, and they have all the bugs worked out of them. Great engines in my opinion.

@@boogieman3165 I had 2 guys said the same thing a bout this engine , they say it’s 10X better than the dual turbo C 15 and way more simple I will go a head and get it man , am tired from the ELD shit ....

I'm not sure why they use that insert design instead of just keeping the exhaust port a uniform size. The head is machined to fit them though and they match the exhaust manifold sizes. I'm sure some engineer thought it was a good idea for some reason and perhaps there is a very good reason that I'm unaware of.

بكم جهزالكبيترفحص much is the house ready? Check

You are the second or third comment saying that on this particular model has them like that.

He specialises in Caterpillar, and he says he's somewhere in Idaho.

Operating the jakes consistently on high is not a problem for any engine. What do you mean by heating up? Engine coolant temperature during operation or warming the engine first thing in the morning, or something else?

@@cwj9202 I mean at normal (180’) to like 200+ . I really haven’t had this coach out west to take on mountains. We planned on taking off this year, but that plan went to Hell. I did see a modest increase in temp using them.

@@christopherrasmussen8718 - Those temperatures are fine and can rise higher. A slight increase in coolant temperature while operating the jakes is normal and a benefit, as the jakes keep the engine temperature from falling well below normal operating levels.

@@christopherrasmussen8718, Your statement makes absolutely zero sense. Jake brakes do not cause Temps to rise in ANY ENGINE. The jakes are keeping the valves open, so there is zero combustion therefore less heat, so you have a different issue.

@@TheRoadhammer379 glad you know that

If all stages aren't working your looking for a command issue, like clutch switch saying its depressed, or wiring issue, faulty switch. If only one or two works or they are delayed most of the time you have a problem under the valve cover. When it's broke you need ET hooked up and see if its in the cab side or engine side.

The 3406B engines had only two housings, but the E models had 3.

3406 A, B and C, 3306 , B and C are low, high. Starting with full electronic engines, 3406 E thru C15 BXS, 3176's, C-10, C-12, C-16 and C-18 used Jacobs Brake. Starting with C13, C15 MXS, NXS and SDP Cat used it's own brake made in with the IVA assembly. 3306 engines you had to be careful, C336 brake used 7/16 push tubes on all serial numbers, including 9TL and 7RJ. 336A was used on a 9TL or 7RJ used 1/2 push tubes on the exhaust. If you mixed them up and used the smaller ones on the exhaust they would fold up like a pretzel.

@@johngoldsmith6629 😆 I'd be lying if I said I understood all that, though I do understand it enough to get your point.

@@SOU6900 Basically fully electronic engines (engine that has injectors) have three stages. All mechanical and PEEC engines (engine that has nozzles) have two stages. Small engines used a flapper on the exhaust.

@@johngoldsmith6629 what about Brakesaver? And what does PEEC actually stand for? I can't seem to find the answer with Google.