Geoff Weeks

No, you want to ignore the constitution because your man disagrees with it. If you want to end it then do it right, via the constitution amendment process. We don't have kings the can rule by fete, both sides need to learn this lesson. You can't have it both ways, the "illegals" are subject to US law and can be evicted but are not covered by the constitution that says anyone born to people subject to US law is a citizen. So children of Diplomats or their staff are not US citizens, regardless of being born here, they are citizens of their own country. All others are subject to US law, and if they are born in the US are citizens.

It is more easy to sell an O/O on something new and different than a fleet. They want all the same, no changes. A fleet full of half one way and half another, along with slip-seating is a recipe for an unhappy customer.

If you are pressurizing the crankcase, it will pressurize the WHOLE crankcase, not just the acc drive. Change the gasket unless you have massive blowby out of the crankcase breather.

The two tanks should be T'ed off of the wet tank. So a stuck check on the inlet (not likely) or a leak at the the brake treadle valve or other part of the primary system. Plug off the outlet of the primary and see if it builds.

It would seam that way if Dynatard heads had recessed valve seats and regular did not, trying to gain a little room between the valves and piston,

Not at all, new engines do just that, but cutting fuel does nothing to retard. when you hand crank an engine on compression, then past TDC, the engine kicks even if it never fires. By opening the exh valve just before TDC you get all the compression effort but dump the "kick" after TDC. The kick is caused by the pressure you built up moving the piston up now acting to push it down. by dumping the pressure, there is nothing to push the piston back down.

Jake on a Cummins, is operated (opening trigger) off the injector push rod, which is about 19 deg BTDC (yes it changes from model to model). If you open before compression, then you get no or very little resistance It is the compression that provides all the retarding effort, by opening the exh right before or at the injection time, there is no or little ignition and by holding the exhaust off the seat, there is no power returned to the crank like there would be if the valve stayed closed, after the piston passes TDC. Opening before compression, you have no compression, and little to no resistance to revolution in the crank.

I disagree with this statement, it holds the exhaust valve open just before power stroke, it allows for compression but not power.

I have successful bought from them in the past, but prices are high, and would not be my 1st "go to" place, They do seam to have some of the more "odd ball" parts.

here it is: https://www.partdeal.com/cole-hersee-dp-2-circuit-marker-lamp-switch-12vdc-dpdt-boxed-55071.html?srsltid=AfmBOoq--qdZhGYxWZBGhDjNAzT-eQJHLlTIeyEScZC1kPGRy-FOz2bH edit: Not finding any in stock, so may be hard to find and N.O.S. being the only option.

Somewhere I have a Cole Hersee book that has the switch and the wiring for that. IIRC it had 3 positions, center was off. Found it! (not in current Cole Hersee catalog) Sw number 55071 Had 3 terminals on the rear, Battery, Marker light feed, and common out to the marker lights. Flashed on for daylight, off for night time, by moveing the switch in opposite directions, spring loaded to center (normal) position. Cole Hersee's version worked with lights on or off.

I'll add mine with the caveat that I have never driven with one. The design, in theory is a sound one, use a purpose designed "lump" on a cam to open the exh valve at the right time to"dump"compression. Cummins touted this with the release of the ISX. Problems abound with execution. How much lift can you have at TDC? how much mfg tolerance can the design have and still function well? How much "extra"weight can the rocker system take and not float at high speed" How well with the oiling system meet the demands that the system requires? I can see all the potential of the design, but have no experience with the execution.

I don't know, if I'm not careful Paul may make the trip to put a lump on the side of my head!😄

That doesn't make it murder, nor does it absolve her actions. It is lucky she was the only one.

Not what you said, tho

Aslhi died because she made a stupid choice. She forced entry in to restricted area, as an ex military person she should have known that it might be met with lethal force. Same if she tried to force entry to the White House, a military installation, or even a restricted section of an airport! I sorry she died, but it was her actions. The fact that more weren't shot has much more to due with the lack of manpower and equipment than any legal restraint. I am more concerned about people shot by police in their beds during "No Knock" entry. Breyana Taylor was killed in her apt, a sleep without anything happening to those that killed her. Yes, her boyfriend opened fire on what he thought (do to no advance warning they were police) was a home invasion. Ashli was forcing entry to a restricted area, what happen can easily be anticipated. The fact that you sympathize with her political views doesn't change the fact that her actions were what cause the response.

I think he was talking cam (valve cam) timing.

Don't want you coming over and giving me a lump upside the head!

re-reading it does seam different valves were used, knob not fitting the new valve is a dead give-a-way that the valves are not the same. I think someone who knows and is close by is going to be needed to sort this out.

the 2nd "lump is at the side in your picture and only comes into play when the lash in the system is reduced. It is still the same operating principle where the exh is opened on compression near TDC. the lash adjust is similar to Cummins STC injector. The effective length of the push rod is changed and that changes the timing and/or travel of the rod.

Paul, I agree with all you say, I was just pointing out is or should be as good as a jake on a common rail fuel system and better then a jake on a injection pump/nozzle system, where the jake is operated off an adjacent cyl valve gear.

I always was sure, after all the paperwork was done, after a level 1 inspection to point out the the inspector that 30 years after the auto slack mandate, brake problems were still the #1 equipment OOS fault, and my manuals passed! I just can't resist the dig!

Being that the temp is in the minus side of 0, I spent some time reading in the Bendix manual. With one exception, my Post -121 braked stuff all use the MV-2 multi function valve and is the most common layout used in commercial trucks. Reading though the section of individual push pull valves, I think what we may have in the truck in this thread is the wrong valves being used for the function. The PP-3 and PP-7 look similar but differ in an important feature, The PP-8 should be the blue knob and can also be used on older trucks with a manual front axle limiting valve. Most of the difference comes down to the automatic trip function and if it can be over-riden. The PP-3 system would require the blue knob to allow applying the tractor brakes only. The PP-7 will trip when the yellow tractor button is pulled but can be "overriden" or pushed back in to charge the trailer with the tractor brakes applied, this is also how the MV-2 system works. My pre -121 stuff is even more varied, as the cut-off function is in the TP valve (TP-2) on the back of the cab. The tractor parking has its own low pressure trip, but that doesn't effect the TP valve at all. As the MV-2 and clones from other mfg were the most common, that is the one I am most well versed in. The few times I needed to change a PP valve I was sure to order by the tag and put the same type back in. I knew there were different types but till now never researched the differences. I did wonder why the three button system existed, when the two button can be made to do the same (with the correct PP valve), but now I know. The MV-2 is rebuild able, and very reliable, its biggest weakness is the rubber gasket getting soft and then leaking between the halves of the valve when the temp gets very cold, I think I still have one or two new rubber gaskets for the MV-2.

Compression brakes don't work effectively on throttle governed engines. You could, with a hydromatic prop change the pitch of the prop to make the most of what you do have. It reminds me of an old Loony Tunes, where Bugs is in a aircraft making a nose dive toward the ground and stops just inches above the ground (and just hangs there in the air) and Bugs gets out and says "Lucky for me this thing had Aiiir Brakes!"

I have had very little experience with Dynatard, only enough to know when setting the valves, you must follow the instructions to the letter or your clearances will be off. I do have a lot of experience with Jakes. Jake's were designed for common rail fuel systems where the injector was triggered by a dedicated lobe on the cam. The injection timing is ideal for opening the exh valves for compression braking. This left Cat an Mack out of the picture because they used an injection pump and no injection cam or rocker. So to make a Jake work on those engines, they use a valve rocker on an adjacent cyl valve train to open the exh on the cylinder at TDC. Unfortunately it is less than ideal timing, so jakes are less effective on Cat engines then Cummins. Mack solved that by the Dynatard system, where the cam profile for the exhaust is customized with a "two lump" profile, the normal exhaust and a 2nd small one that could open the exhaust a bit at TDC compression with the hyd lash cyl at the rocker. I have 0 driving experience with the Dynatard, but am surprised to hear people say they were less good than a jake on the same engine! In theory anyway, by grinding the cam for the purpose, Mack should be able to idealize the opening time when the Dynatard is active, making it every bit as good if not better than a Jake on a common rail (Cummins, 2 stroke Detroit) engine. May be the "Lift" on the Dynatard side can't be high enough to be as effective? IDK but am surprised to hear people say it is less effective. May be they are judging "effective" by "Noise made" and not retarding power? Opening the exh at less than ideal time make make more noise and less retarding power. Lots judge a retarder by how much noise it can make! They hate the hydraulic Cat "Brakesaver" because it doesn't make any noise!