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Author Topic: Trip to Crawfords/Jake installation  (Read 3945 times)
Nick Badame Refrig/ACC
1989, MCI 102C3, 8V92T, HT740, 06' conversion FMCA# F-27317-S "Wife- 1969 Italian/German Style"
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« Reply #15 on: August 03, 2007, 04:07:16 PM »

Thanks Brian,

Tom will have to explain to me how to accomplish that on my ht740.

Sounds like it the way to go..

Nick-
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« Reply #16 on: August 03, 2007, 06:40:50 PM »

Just in case you have problems getting Tom's way to work on your HT740, as was my case, you can use my method:

http://home.earthlink.net/~diehls0792/HT754TorqueConverterLockup.html

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Nick Badame Refrig/ACC
1989, MCI 102C3, 8V92T, HT740, 06' conversion FMCA# F-27317-S "Wife- 1969 Italian/German Style"
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« Reply #17 on: August 03, 2007, 07:00:32 PM »

Hi Brian,

Wow, I had read your post back when you did that and it slipped my memory...

Do you have any diagrams? the pics are good but, something in the line of where the ports are located and how you wired it.

Thanks in advance!
Nick-
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« Reply #18 on: August 03, 2007, 09:37:34 PM »

Will that work on a V730? I would like to see a diagram also.

Thanks,

Laryn
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« Reply #19 on: August 04, 2007, 07:32:52 AM »

Hi Brian,

Wow, I had read your post back when you did that and it slipped my memory...

Do you have any diagrams? the pics are good but, something in the line of where the ports are located and how you wired it.

Thanks in advance!
Nick-

Hey Nick and Laryn,
I have a diagram, but when I went to install on my tranny I found out the diagram was wrong except for what it listed the high pressure port to be.  So, I'd be happy to scan and send if your serious about wanting to do this, but just know it may not list the ports correctly on your HT740 either.

The electrical is easy.  You just need an electric over hydraulic solenoid.  I found mine off and Allison on E-Bay.  Since I don't need mine any more I'd be willing to part with mine.  It is 12v, so you need to be able to switch 12v on and off at the dash and give it to the solenoid in the back.  The other item you need is some 1/8" copper line and a flaring tool.  Easy!

Laryn, I would assume the same test ports are available on the 730.  If they are, then you can certainly do the same thing.
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« Reply #20 on: August 04, 2007, 09:38:31 AM »

Not so much with the 2 stroke Detroits, since they loose most of their oil pressure at idle making the Jakes inoperative, but on 4 stokers, many maintain oil pressure even at idle sufficient to stall the engine.  On my truck I had a Cat 3406 that the previous owner did not install a idle buffer switch.  If you weren't careful, and forgot to turn it off, it would start coughing and bumping at idle trying to stall out.  I lost my stop solenoid once and to stop the engine I would just rev it up a bit then hit the Jake and it would stall out that way.

As to the 1st gear lockup trick with the V730, I'm not sure it works with the HT-I've never driven one to experiment.  But I would think it would since they are in the same transmission family (actual transmission of the V730 is a HT740 without 1st).  Good Luck, TomC
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Nick Badame Refrig/ACC
1989, MCI 102C3, 8V92T, HT740, 06' conversion FMCA# F-27317-S "Wife- 1969 Italian/German Style"
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« Reply #21 on: August 04, 2007, 12:11:16 PM »

Hi Brian,

Wow, I had read your post back when you did that and it slipped my memory...

Do you have any diagrams? the pics are good but, something in the line of where the ports are located and how you wired it.

Thanks in advance!
Nick-

Hey Nick and Laryn,
I have a diagram, but when I went to install on my tranny I found out the diagram was wrong except for what it listed the high pressure port to be.  So, I'd be happy to scan and send if your serious about wanting to do this, but just know it may not list the ports correctly on your HT740 either.

The electrical is easy.  You just need an electric over hydraulic solenoid.  I found mine off and Allison on E-Bay.  Since I don't need mine any more I'd be willing to part with mine.  It is 12v, so you need to be able to switch 12v on and off at the dash and give it to the solenoid in the back.  The other item you need is some 1/8" copper line and a flaring tool.  Easy!

Laryn, I would assume the same test ports are available on the 730.  If they are, then you can certainly do the same thing.

Hi Brian,

Yes, I'll take your selonoid.. Just PM me with an adress and an amount to send you.
Thanks
Nick-
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Nick Badame Refrig/ACC
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« Reply #22 on: September 18, 2007, 05:14:35 PM »

Hi Guy's,  Update..

I'm back at Crawford Coach and today we replaced two jake selonoids on the right side. What a difference! Where we thought

 1 selonoid was bad, here both on the right side were not working at all..

On a test ride on some steep contry roads up here, from 50 mph and decending, the jakes slowed me down to 20 mph

where they cut out. Mission Complete!   Tomorrow, The new Radiators go in...

Nick-
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« Reply #23 on: September 18, 2007, 05:18:35 PM »

Hi Guy's,  Update..

I'm back at Crawford Coach and today we replaced two jake selonoids on the right side. What a difference! Where we thought

 1 selonoid was bad, here both on the right side were not working at all..

On a test ride on some steep contry roads up here, from 50 mph and decending, the jakes slowed me down to 20 mph

where they cut out. Mission Complete!   Tomorrow, The new Radiators go in...

Nick-

And I keep hearing guys preach that Jakes do not work on two strokes!!!

Richard
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« Reply #24 on: September 18, 2007, 11:27:19 PM »

Brian,

Thank you for the lock-up data.

John
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« Reply #25 on: September 18, 2007, 11:50:15 PM »


And I keep hearing guys preach that Jakes do not work on two strokes!!!

Richard



It becomes obvious to me very quickly those who have NO "REAL WORLD" EXPERIENCE with a Jake Brake.  If they did, they wouldn't prattle on about how "they won't work on a two-stroke".

Those who have BUS experience and say Jakes don't work either (A) had a vehicle with a tired engine and/or (B) the Jakes were either not adjusted properly, or some other mechanical malfunction.  18-wheelers at 80K lbs cannot be compared to buses loaded to (generally) less than half that weight - simple eighth-grade physical science classes can figure that out.

FWIW & HTH. . .

 Wink

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RJ Long
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« Reply #26 on: September 19, 2007, 06:31:21 AM »

Russ brings up a good point about adjustment.

Nick, do you know what valve clearance was used and was it set with hot or cold engine?

Although the book stated that the valves on mine should be adjusted at .059 clearance, I found that .055 clearance made a world of difference.

Richard
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JackConrad
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« Reply #27 on: September 19, 2007, 09:11:07 AM »

Richard,
  Was the .055 setting hot or cold?  Jack
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« Reply #28 on: September 19, 2007, 09:24:52 AM »

Richard,
  Was the .055 setting hot or cold?  Jack

I do not remembeer for sure. It would have been whatever Jake recommended for the .059 setting, but I no longer have the Jake manual.
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Nick Badame Refrig/ACC
1989, MCI 102C3, 8V92T, HT740, 06' conversion FMCA# F-27317-S "Wife- 1969 Italian/German Style"
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« Reply #29 on: September 19, 2007, 06:42:54 PM »

Hi Richard,

I'm set at .059 cold.

Rads are in and I will be leaving here in the am.

Hope this helps
nick-
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