Hypertufa

In a word, OUTSTANDING!

Based upon input from the contributors i am guided to letting pin 20 ECU 50 Pin Connector provide 12+ as the control circuit for the 12v vacuum solenoid, scraping the idea of micro switches. this does not allow for the exhaust brake to be used to slow the engine down for quick shifting as 12v+ is supplied after the engine has been defueled for 1.5 sec. hmmm,, now to figure out how to gradually engage the brake, or does it work that way as the vacuum module has to have vacuum applied to overcome spring pressure? Side note— Engine brakes are now being offered for common rail and newer Cummins https://pacbrake.com/product-lines/loadleash-engine-brake/

Dripley, i took you advise, added added a signature, I thought the title of my post “Exhaust Brake Minimum Setup 2002 Cummins w/ Manual Trans” would speak to the application I inquired about. IMHO, a signature may not speak directly to a certain post when the poster is a professional mechanic, helping a friend, seeking info about something that he does not own. thank you for your observation.

i was new to the world of diesel pickup trucks a few years ago. First truck, 2004 3500 2wd, crew cab, 8 ft bed dullie with a Cummins and a 48RE Automatic Transmission and an Edge Juice w/ attitude, 147,000 miles, huge air bags, 4 link rear end. lots of power, hauled heavy loads with ease @ 20+ mpg. I loved that truck until the transmission went out. I looked into the cause of failure, Dodge has put off designing an automatic transmission to handle the big 6. You want to modify the engine for higher output, you will have transmission trouble using the obsolete 48 or 47 trans, which by the way is a 727 torqflite from the 1950s gone thru several reversions/bandaids to keep production costs to a minimum. the Edge Pro Comp is for Racing Applications.not recommended for towing. I suggest doing your do dillagence in bullet proofing the running gear. so you can add a bunch of reliable power. As far as I know the Cummins is a million mile motor providing you take certain proactive precautions to address inherent design flaws I.e. Killer Dowel Pin 53 block castings is of major concern lift pump to safeguard the injector pump. auto trans I suggest you study up on the auto trans and how to best handle the additional power you want to add. I replaced my truck for one with a six speed manual. verify you don’t have a 53/block verify the killer dowel pin issue has been addressed. if you have a stock lift pump replace it to safeguard the fuel injector pump monitor/defuel all critical drive train parameters Old time 18 wheel operators would tell you don’t go down a grade any faster than you went up it, I suggest an exhaust brake and a way to add holding pressure to the Auto Trans when towing, hammering the throttle, going down hill.

Thank you Dan, nothin like talking to someone that’s been there, done that,..

Seeking feedback, ideas, To install an exhaust brake (EB) with a non stardard method to control the EB. How?, leverage some functionality by adding micro switches, relay(s), tapping into the vehicle control modules. This is not the preferred setup and will require the operator or system design to replace the functionality of an electronic control box. Why? I have the brake itself, don’t have the expensive electronics. Thanks in advance, First Post Ever,.. Application: 2002 Dodge Ram 5.9 H.O. Cummins, 6 Speed Manual Trans. i figure a switch and string of micro switches that will turn the eb on/off could be used inline to the activation relay for the vacuum control valve. Proposed Setup Main Switch - 2 Speed Axel Switch on Transmission Shifter pull to turn on, provides a ground to a micro switch string, somewhere on the throttle and clutch. The micro switch string will interrupt a Bosch relay, controls the vacuum solenoid for the EB. when you push on the throttle or clutch, the vacuum solenoid for the EB will deactivate dumping the vacuum in the EB. Ideas, thoughts, what would you do differently?