Jacobs 5783A Training Manual Update Jan 2017

Updated 1/16/2017
Confidential
Training Manual for the
Model 5783A Engine Brake
This technology is classified under ECCN 9E990 of the Commerce Control List and may not be exported, released or
transferred to any country or foreign national subject to AT controls (Cuba, Iran, North Korea, Syria, or Sudan)
without a license from the U.S. Commerce Department. Such technology is being exported or released to you in
accordance with the Export Administration Regulations. Diversion contrary to U.S. law is prohibited.
2
Training Objectives
Table Of Contents
Description
 Safety Precautions
 Jake Brake, Installation and Removal
 Control System
 Jake Brake Maintenance
 Jake Brake Specification
 Parts Listing
 Component Parts
 General Problem Analysis
 Warranty
3
Description
 The Model 5783A & 5783 Engine Brakes work on the Compression Release (CR) principle, acting
on a single exhaust valve per cylinder.
 A Dedicated Cam Lobe for engine brake operation has been added to the camshaft.
 Dedicated Cam Lobe refers to actuation of the “Compression Release” event being
driven by a specially designed cam lobe which is used only during engine braking. This
provides the most accurate timing for the CR operation.
 The engine brake is a bolt on style, two housings per engine.
 The Model 5783A was released in the 4th quarter of 2011, and was a running change to the previous
Model 5783.
 The difference between the Model 5783A and Model 5783 is in the Master Pistons. The 5783A has
retracted Master Pistons, in the up (retracted) position when brake is off, which improves hydraulic
response. The Model 5783 has Master Pistons that are in continuous contact with the dedicated cam
lobe.
 The Model 5783A is a direct replacement for all Model 5783 applications, and if necessary, can be
used to replace a Model 5783 housing assembly (one or both housings).
 The Jacobs Model 5783A Engine Brake can either be ordered Factory Direct or Aftermarket option
for installation at a later date.
 The Model 5783A, like the Model 5783, can be used on both the MaxxForce 11L & 13L, 2010
emission certified engines. It cannot be installed on earlier MY engines.
4
Description
 The Engine Brake System consists of:

 Two housing assemblies, which use a Master/Slave Piston circuit.
 Each Housing (pictured below) has one Solenoid Valve, and three
Master/Slave Braking Circuits.
 Six Exhaust bridges with actuating pins.
 Twelve hold down cap screws.
 One Camshaft with dedicated Engine Brake Cam Lobes.
Single Master/Slave
Circuit
Solenoid Valve
5
Description
Exhaust Valve Lift

Intake Valve Lift
Brake Valve Lift
Dedicated Cam System
The engine Camshaft, has three cam lobes per cylinder,
two which provide motion for the exhaust and intake
rocker levers, and one which is “Dedicated” for engine
Valve Lift
braking valve motion. The braking cam lobe provides for

Pre-Charge two events per cycle,
Event
CR Event 1) A Pre-Charge event, opening the exhaust valve
during the intake stroke, and
2) A Compression Release event, opening the exhaust
Engine Crank Angle (deg) valve towards the end of the compression stroke.
Dedicated
Brake Lobe
Intake Lobe
Exhaust Lobe
6
Description
Compression Release is accomplished by opening an exhaust valve near the top of

the normal compression stroke (Top Dead Center). This releases the compressed cylinder
charge to the exhaust system “Compression Release”.
- When the engine brake is activated, one exhaust valve is opened for a short period
during the intake stroke allowing the exhaust gas flow in to “Pre-Charge” the cylinder.
This helps increase the compression pressure during the compression stroke, which
increases the braking effect. Near the top of the compression stroke (TDC) the exhaust
valve is opened a second time releasing compressed cylinder charge.
- The blow-down of compressed air prevents the return of energy to the piston on the
expansion stroke.
- The effect is a net energy loss since work done in compressing the cylinder charge is
not returned during the expansion stroke.
- The engine brake system can only be activated in the engine overrun mode, closed
throttle or “no Fuel” condition, and with the transmission clutch engaged, or the torque
converter in lock-up for automatic transmissions.
7
Description
Component Description:
Solenoid Valve Lash Adjusting
Screw Control Valve
Engine Brake Housing Assembly Assembly
- The Engine Brake Housing Assembly

contains a Solenoid Valve, Control
Valve Assemblies, Master Piston
Assemblies and Slave Piston
Assemblies.
- During positive power, the Master
Piston is retracted away from the
braking cam lobe, and the slave piston
is also fully retracted.
Master Piston
- During Engine Braking, the Master Assembly
Piston extends to meet and follow the NOTE: The Slave
brake cam motion, and the lift is Piston Assemblies are
hydraulically transferred to the Slave visible from underneath
Piston, which acting on the braking the Housing
exhaust bridge actuating pin, opens
one of the two exhaust valves.
Actuating Pin
Braking Bridge Assy
8
Description
Functional:
The oil passes through the
Control Valve and fills the
passageways between the Master
With the Solenoid activated, and Slave pistons. The Control
engine oil (shown in blue), Valve, ball check, prevents the oil
passes through to the escaping creating a closed high
bottom of the Control Valve pressure circuit (shown in red)
moving the Control Calve
up, compressing the inner
control valve spring to index
with the high pressure
passage in the housing Braking Cam motion is transferred
to the Master piston which increases
the oil pressure and transfers the
Engine Oil Supplied from cam motion hydraulically to the
Center Mounting Bolt slave piston to open the engine
Position exhaust valve. Creating the
“Compression Release”
9
Description
Retrofit Requirement:
If the engine brake did not come factory installed it is possible to have it Dealer Installed.
All EPA certified 2010 engines are supplied with a camshaft that has the Dedicated Brake
Cam Lobe. (Note: earlier than EPA certified 2010 engine cannot be retrofitted)
The parts required for aftermarket installation are:
Part Description Navistar P/N Quantity

Brake Housing Assembly 3007628C93 2
Exhaust Bridge with Actuating Pin 3007627C1 6
(These replace the standard non-brake parts)
Mounting Bolt M12 X 100mm* (Internal Hex) 30996R1 6
Mounting Bolt M10 X 90mm* (Flanged External Hex) 1822018C1 6
Braking Option Electrical Harness* 3007472C91 1
(This replaces the standard injector harness)
Dash controls* As Required A/R
The Engine ECU will need to be updated with the Engine Braking profile.
* Supplied by NAVISTAR 10
Training Objectives
Table Of Contents
 Description
Safety Precautions
 Jake Brake, Installation and Removal
 Control System
 Jake Brake Maintenance
 Jake Brake Specification
 Parts Listing
 Component Parts
 Warranty
11
Safety Precautions
The following symbols in this training program signal potentially dangerous

conditions to the mechanic or equipment. Know these conditions can exist,
and take the necessary steps to protect personnel as well as equipment.
! WARNING !
 THIS SYMBOL WARNS OF POSSIBLE PERSONAL INJURY
! CAUTION !
 THIS SYMBOL REFERS TO POSSIBLE EQUIPMENT DAMAGE
NOTE
 INDICATES AN OPERATION, PROCEDURE OR INSTRUCTION THAT IS
IMPORTANT FOR CORRECT SERVICE
Fuel, electrical equipment, exhaust gases and moving engine parts present potential
hazards that could result in personal injury.
Take care when installing an engine brake.
12
Training Objectives
Table Of Contents
 Description
Installation and Removal
 Control System
 Maintenance
 Technical Specifications
 Parts Listing
 Component Parts
 Warranty
13
Installation and Removal
Removal: WARNING ! Ensure that the engine is clean and at ambient temperature
before starting removal. For Safety disconnect the battery-starting system, a number of
engine components remain live with the ignition on. Component damage and/or personal
injury may occur.
Upper Valve Cover
• Remove any necessary parts to allow for
the removal of the upper valve cover, undo
the 17 - 8mm valve cover bolts and remove
the “upper” valve cover. (See Fig 1)
• Disconnect the “Brake Solenoid” harness Fig 1

from the 2 Engine Brake Solenoids, one in
each engine brake housing. (See Fig 2) Cut
the three cable ties to release the harness,
DO NOT PULL OUT THE FIR TREE CLIPS.
The Solenoid harness is part of the “Injector
Harness”
NOTE The solenoid has a constant + battery
connection, with ignition on. Fig 2
14
M10 x 90mm
• Loosen the 6 engine brake hold-down cap screws
from each housing, and remove them. (See Fig 3)
“3 - M12 x 100mm and 3 - M10 x 90mm”
NOTE The M12 are Internal Hex Heads, and the M10 are
Flanged External Hex Heads.
• Remove the 2 housings from the engine (See Fig 4). M12 x 100mm
Fig 3
NOTE Both Brake Housings are the same

part number. Ensure that they are re-installed
in the same position on the engine.
One Housing Removed Fig 4
15
• Remove the remaining hold down cap

screws from the pedestals. (See Fig 5)
M12 x 60mm
Exhaust Bridge Fig 5
• The Intake and Exhaust Rocker Arm assemblies can now be

removed to gain access to the exhaust bridge with actuating
pin. (See Fig 6)
NOTE Ensure that the rocker arm assemblies are kept in the order
as they are removed from the engine as it is essential that they be
re-installed in the same positions.
Fig 6
• The exhaust bridges can now be inspected to ensure that the actuating pin moves freely, that it
is captured within the bridge, and there is no indication of cracking, galling or fretting on the
contact surfaces of the actuating pin.
• The actuating pin is a part of the exhaust bridge and cannot be removed or replaced. If there
is a problem, the exhaust bridge must be replaced as an assembly.
16
Installation: !CAUTION Ensure that the valve bridges, rocker assemblies, and engine
brake housings are reinstalled in the same position as they were removed. This will ensure
that the contact areas stay matched together.
(Braking) Bridge Assembly • Install the exhaust bridge with actuating pin
over the exhaust valve stems so that the
actuating pin sits over the outboard exhaust
valve stem. Ensure that both valve stems
are properly seated into pockets of the
bridge. (See Fig 7)
Actuating Pin
Fig 7
• Reinstall the rocker arm assemblies and reinstall the single M12x60mm
M12 x 60 mm hold down cap screw in the same position as
removed, nearest to the exhaust rocker arm. (See Fig 8)
• Tighten the internal hex cap screw and torque to 105 Nm
(77lb-ft)
Fig 8
17
• Check that the slave piston adjusting screw

is backed out, (See Fig 9) and that the slave
Slave Lash
piston is retracted, to ensure clearance between
Adjusting Screw
the slave piston and exhaust bridge actuating pin.
• Carefully install the engine brake housings in their
original positions (see Fig 10). This will ensure
that the contact area of the master piston roller
and the camshaft lobe stay matched together. Fig 9
• Ensure the slave piston is oriented over the

exhaust bridge actuating pin.
• Ensure the master piston roller is aligned
with the dedicated camshaft lobe.
Fig 10
18
M10 x 90
• Install the three M10 X 90mm bolts through the
perimeter housing bolt holes. (See Fig 11)
Fig 11
• Install the three M12 X 100mm long, socket M12 x 100

head cap screws through the mid-housing bolt
holes and into the rocker pedestal bolt holes.
(See Fig 12)
NOTE Oil Supply to the engine brake is via the
center M12 bolt hole location.
Fig 12
19
• Loosely tighten both brake housings making sure that the slave pistons are centered over exhaust
bridge actuating pins, and master pistons are in contact with the brake cam lobes
• Tighten the hold-down bolts in the following sequence, M12 starting at the center, then M10 starting
at the center: (See Fig 13)
2 1 3
5 4 6
Fig 13
• Torque the three M12 X 100 mm Socket head cap screws to 105 Nm (77lb-ft)
• Torque the three M10 X 90mm Hex flanged head screws to 75 Nm (55lb-ft)
20
• Attach the solenoid harnesses

(See Fig 14) to the solenoids Fig 15
these are part of the injector
harness. Hold the terminals
Solenoid Terminal
stationary to avoid twisting and
tighten the connector nuts to 3.5
Nm (31 in-lbs)
Solenoid Harness Ties
• Secure the solenoid harnesses to

the brake housings “Fir Tree” clips
using new tie straps (3) to ensure
that the harness is kept away from
Brake all moving engine parts, camshaft
Solenoid and rockers. (See Fig 15)
Harnesses
Fig 14
21
Intake & Exhaust Valve Lash Adjustment

• Adjust the engine Intake and Exhaust valves before setting the engine brake adjustment.
NOTE Check the latest Navistar Service Information for the correct procedure and specifications.
Procedure: Using the Navistar Engine Rotating tool ZTSE6060 rotate the engine until Cylinder 1 is at
TDC, Valves Closed. Adjust both the Intake and Exhaust Valves with the Engine Piston at TDC.
1. Loosen the Intake Valve Lash adjustment M10 locknut.
2. Insert a 0.5mm (.0196 in) feeler gage between the valve bridge and the adjusting screw.
3. Tighten the adjusting screw until a slight drag is felt.
4. Holding the adjusting screw in position tighten the locknut to 45 Nm (33 lb-ft).
5. Loosen the exhaust valve lash adjustment M10 locknut.
6. Insert a 0.8mm (.0314 in) feeler gage between the valve bridge and the adjusting screw.
7. Tighten the adjusting screw until a slight drag is felt.
8. Holding the adjusting screw in position tighten the lock nut to 45 Nm (33 lb-ft).
9. Rotate the engine clockwise to align cylinder 5,3,6,2, and 4 at TDC one at a time and set
the remaining cylinders valves.
NOTE The Brake Lash can be set directly after the exhaust lash is set.
22
Brake Valve Lash Adjustment

NOTE Check the Jacobs or Navistar Service Information for the latest specifications.
Procedure: Rotate the engine using the Engine Rotating tool ZTSE6060, until the exhaust valves on the
cylinder to be adjusted are closed, and the exhaust bridge is loose, not in contact with the exhaust rocker.
1. Loosen the engine brake adjusting screw lock nut and back the adjusting screw out several turns.
2. Place 0.8mm feeler gauge between the engine brake slave piston and the top of the exhaust bridge
actuating pin. Turn in the adjusting screw until there is a “drag” on the feeler gauge. (See Fig 16)
3. Tighten the locknut while holding the adjusting screw,

torque the adjusting screw locknut to 25 Nm (18 lb-ft).
NOTE Slave Lash Adjustment is Critical
4. Rotate the engine until the next cylinder exhaust 0.8mm

valves are closed, and set the next brake lash, continue Lash
Setting
until all engine brake slave pistons are set.
NOTE It is possible to set more than one cylinder at any
time, providing the exhaust bridge is loose
Feeler Gage
Position Fig 16
23
Once the installation is complete and the valve lash settings are set, carry out a visual
inspection to ensure all wiring is attached and free of any moving parts.
Make sure no tools have been left on the engine!
Fit the upper valve cover, install and tighten the valve cover bolts that hold the rocker
cover. Start the engine and check for correct brake operation.
Bleeding the Engine Brake

• The engine brake is a “self bleeding” system to ensure the
correct operation. Start the engine and let it run for 5 to 10
minutes to ensure proper operating temperature.
• Turn the brake on, accelerate the engine to approximately
1800 RPM, and release the throttle. Repeat this several
times to bleed the engine brake system.
• Check for correct operation, i.e. smooth engine blow down.
24
Training Objectives
Table Of Contents
 Description
 Installation and Removal
Control System
 Maintenance
 Parts Listing
 Component Parts
 Warranty
25
Control System
• In order for the Engine Brake to operate properly, the Engine Brake requires a supply of
hydraulic fluid “engine oil” and a signal “supply voltage” from the solenoid valves.
• The wiring and Control System is the responsibility of the engine/vehicle manufacturer. The
engine ECU (Electronic Control Unit) monitors the necessary parameters required for the
engine brake operation. Typically: No Fuel mode (throttle off), Clutch / Transmission
Engaged, Engine Oil Temperature above 160°F, and Engine speed above 1,000 RPM. Also
vehicle brake ABS system should be interfaced.
• The Driver has overall control of the system, i.e. On / Off and levels of retardation. The ECU
then supplies a signal to the Engine Brakes Solenoid Valves when operation is required.
The engine brake has three levels of retardation, a low position, a medium position, and a
high position.
• High 2 Housings (6 cylinders) Closed Waste-gate Turbo for High Boost
• Medium 2 Housings (6 cylinders) Open Waste-gate Turbo for Medium Boost
• Low 2 Housings (6 cylinders) Open Waste-gate Turbo for Low Boost
• The solenoids are, ignition on, positive power fed at all times, and the negative “ground” is
switched by the ECM Controller.
• The Engine Brake low speed shut off is 1,000 RPM.
26
Control System
Wiring Diagram
Engine Brake wiring is part of the Injector Harness, ECM Connection is
via the 96 Pin E1 connector. (See below for Pin Connections)
ECM 96Pin
E1 Connector
Connector (1) – ECM PWR OUT 2 = PIN E1-05

Connector (2) – ECB1 = PIN E1-47
Connector (3) – ECB2 12V = PIN E1-50
Connector (4) – ECB2 = PIN E1-49
Fig 17
27
Control System
The following conditions must be met for the Engine Brake to be activated:
 Throttle @ < 4%
 ABS not active
 Engine not fueling
 Engine not in PTO mode
 Clutch pedal released (if equipped manual transmission)
 Torque convertor in lockup (automatic transmission)
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Training Objectives
Table Of Contents
 Description
 Control System
Maintenance
 Parts Listing
 Component Parts
 Warranty
29
Maintenance
• Jacobs Engine Brake Systems are designed to be low maintenance. The

main components are the Solenoid Valve, Control Valve group, Slave Piston
group, Master Piston group, and Exhaust Bridge assembly. Refer to Jacobs’
Maintenance Schedule for these components.
• Basic maintenance consists of the Brake Lash Adjustment, which will only
need to be checked/adjusted at the relevant service period when the engine
intake and exhaust valves are adjusted, or anytime the Engine Brake housing
has been removed from the engine.
• There is no additional oil requirement, the “Brake System” is designed to
match the oil change requirement of the base engine and as the oil usage is
very small, no additional oil is required.
• Visual inspection of the system and external wiring / controls should be
conducted during normal vehicle servicing and suggested service intervals.
30
Maintenance
Torque Settings and Lash Clearance

Torque Settings:
Rocker Shaft Mounting Bolts M12 x 60 105 Nm (77 lb-ft)
Brake Mounting Bolt M10 x 90mm Hex 75 Nm (55 lb-ft)
Brake Mounting Bolt M12 x 100mm Socket Head 105 Nm (77 lb-ft)
Brake Adjusting Screw Locknut 25 Nm (18 lb-ft)
Valve Adjusting Screw Locknut 45 Nm (33 lb-ft)
Solenoid Hold down Screw M6 x 10mm 1.2 Nm (10.6 in-lb)
Solenoid Wire Securing Nut 3.5 Nm (31 in-lb)
Upper Valve Cover Bolt M8 31 Nm (23 lb-ft)
Lash Clearance:
Intake Valve Lash 0.5 mm (0.0196 in)
Exhaust Valve Lash 0.8 mm (0.0314 in)
Engine Brake Lash 0.8 mm (0.0314 in)
Table 1
!CAUTION Do not over-torque as this may damage the solenoid
31
Training Objectives
Table Of Contents
 Description
 Control System
 Maintenance
Technical Specifications
 Parts Listing
 Component Parts
 Warranty
32
Technical Specifications
Technical Specifications:
Supply Oil Pressure for Brake Operation 20 PSI – 55 PSI Over pressure shut-off 80 PSI
Solenoid Voltage Nominal12 VDC Pull In – 6.3 VDC Cold – 8.4 VDC Hot
Solenoid Amperage Draw at 50 PSI Supply Pressure 0.625 AMPS Pull in 0.41 Amps Constant
Solenoid Resistance at Cold 8.7 to 10.0 Ohms @ 25°C (77°F)

Hot 12 to 15.5 Ohms @ 121°C (250°F)
Time Delay in Engine Brake Actuation Parameter programmable by Navistar
Table 2
33
Technical Specifications
Engine Brake Performance
MAXXFORCE 11 MAXXFORCE 13
Speed Power Torque Boost Speed Power Torque Boost
(RPM) (HP) (Nm) (kPa) (RPM) (HP) (Nm) (kPa)
1100 93 602 50 1100 110 712 60
1300 144 789 90 1300 170 931 90
1500 203 964 110 1500 240 1139 120
1700 279 1169 140 1700 330 1382 150
1900 351 1316 150 1900 415 1556 160
2100 398 1350 140 2100 470 1594 150
Table 3
NOTE
Performance figures are for illustration purposes only. Boost figures are used to determine correct performance of the
Engine Brake at the High setting.
34
Training Objectives
Table Of Contents
 Description
 Control System
 Maintenance
Parts Listing
 Component Parts
 Warranty
35
Parts Listing
2. Solenoid Cover
8. Control Valve
Retaining Ring
1. Solenoid Assembly 7. Control Valve Cover Fig 18
6. Outer Spring
3. M6 x 10 Socket
Head Screw 5. Inner Spring
4. Control Valve
Assembly
14. Nut Jam M10
13. Slave Piston

Adjusting Screw
M10 x 23 Int Hex
15. Master Piston

Assembly
9. Slave Piston
Brake Housing Assembly Part Numbers
00-040332 Jacobs Service 10. Slave Piston Spring
3007628C93 Navistar 11. Washer 0.869OD

12. Slave Piston Retaining Ring
36
Parts Listing
Part Number
Quantity per
Description Quantity per Engine
Jacobs Navistar Housing Assembly
1. Housing Assembly 12vDL 00-040332 3007628C93 n/a 2
All part numbers below are shared between models 5783 and 5783A
1a. Solenoid Group 00-039895 3008453C1 1 2
a. Solenoid 12VDC, D/L
a1. Orings (2)
a2. Inlet Screen
b. Solenoid Cover Type II
c. M6 x 10 Socket Head Screw
1b. Control Valve Group 00-039893 3008454C2 3 6

a. Control Valve Assembly
b. Inner Spring
c. Outer Spring
d. Cover
e. Retaining Ring
1c. Slave Piston Group 00-039894 3008452C1 3 6

a. Slave Piston
b. Spring
c. Washer
d. Retaining Ring
e. Adjusting Screw
f. Jam Nut M10
1d. Master Piston Assembly Group 3 6

not a serviceable group
2. Bridge Assembly, Braking 00-039446 3007627C1 n/a 6

Table 4 37
Parts Listing
Attaching Parts / Tools
Description Part Number Qty/Eng

Jacobs Navistar
Bolt Hold-Down M12 x 100mm n/a 30996R1 6
(Socket Head) Not Shown
Bolt Hold-Down M10 x 90mm n/a 1822018C1 6

(Hex Flange-Head) Not Shown
Table 5
Special Tools
Description Part Number
Engine Turning Tool Navistar ZTSE 6060
Valve / Lash Adjusting Gage (.8mm) Jacobs 01-040044
Slave Piston Removal Tool Jacobs 01-025084
Oil Pressure Test Kit for Type I & II Solenoids Jacobs 00-040049
Table 6
38
Training Objectives
Table Of Contents
 Description
 Control System
 Maintenance
 Parts Listing
Component Parts
 Warranty
39
Component Parts
(Engine Brake) Housing Assembly Exploded Schematic
1 1. Solenoid Valve Group

2. Control Valve Group
2
3. Slave Piston Group
4. Master Piston Group*
* not a serviceable group
Fig 19
40
Component Parts
Solenoid Valve Group
Item Description
2
1. Solenoid 12 VDC, D/L
2. Cover
3. Mounting Screw M6 x 1
4. O-rings (2)
1
1. ID .426 (JVS P/N 31139)
2. ID .614 (JVS P/N 29421)
4
5. Inlet Screen
3
5
Fig 20
NOTE The solenoid assembly itself is a non-serviceable item. The Inlet Screen and O-rings,
are serviceable and can be purchased independent of the Solenoid Group. The Solenoid
Cover is also an independent, serviceable item which clips onto the top of the solenoid.
41
Component Parts
Button
Solenoid Valve with Cover.
Cross Section of
There is one Solenoid per Housing. The Solenoid the Solenoid
is 12 VDC Dual Lead,
The Solenoid is an On-Off valve and controls the
operation of the Brake.
Oil Exhaust
The off position is controlled by engine oil
pressure, not spring force. Seal Ring Upper
The solenoid has a constant positive feed, and the Oil to brake circuit
ground is switched via the engine brake control Pin
circuit in the engine ECM. Seal Ring Lower
Fig 21 Oil In-let In-let Screen
Removal: If not previously done, loosen the terminal connector nuts and disconnect the harness
connector leads from the solenoid.
Loosen the 6mm x 10 socket head cap screw in the retaining clamp, and remove.
Remove the solenoid from the brake housing. This pulls out along with the solenoid cover.
Remove the upper and lower seal rings from solenoid and discard them. New ones should be fitted
when reinstalling the solenoid.
Remove the oil inlet screen from the bottom of the solenoid. The inlet screen clips onto the solenoid..
42
Component Parts
Solenoid Valve with Cover.

Test Procedure: Ensure that the solenoid has a correctly functioning electrical circuit, See fault information.
Note: Beware the “Oil Exhaust” is from under the solenoid coil. Hot oil can be dangerous.
With the solenoid removed, check the operation of the pin assembly. This should be totally free. If not
already done, remove the inlet screen, hold the solenoid with a thumb on the bottom pin and index finger on
the button. The pin and button should move together freely. If the pin is sticking, replace the solenoid.
Note: Without the solenoid screen, small particles can seize the pin.
Installation:
Install new upper and lower o-ring seals to the solenoid body, and lubricate with clean engine oil.
Clip a new oil in-let screen onto the solenoid, this is just a push on fit.
Ensure that the solenoid cover is installed on the solenoid, this slides over the solenoid body and locks in
place. The cover is there to prevent any possible terminal short to the solenoid body.
Place the solenoid in position in the brake housing. Ensure that the solenoid is fully into the brake
housing.
Install the M6 x 10 socket head cap screw, and carefully tighten to 12.5 Nm (110 in-lbs)
If the brake housing is installed on the engine, re-connect the wiring harness.
43
Component Parts
Control Valve Group: P/N 3008454C1

There are three Control Valve Groups in each Engine Brake Housing Assembly.
The Control Valve group controls the oil within the Slave Piston/Master Piston
circuit, preventing oil from escaping during the braking event.
Control Valve Control Valve

Off Position On Position
“Filling”
Fig 23
Item Description
- 1 Snap Ring – Control Valve Retaining
-2 Control Valve Retaining Washer (Cover)
-3 Outer Control Valve “Stop” Spring
-4 Inner Control Valve Spring
-5 Control Valve
Fig 22
44
Component Parts
Control Valve Group: P/N 3008454C1

Removal: The control valve is held under light spring pressure. To remove the control valve, compress
the spring with a suitable hand tool on the control valve retaining washer (cover) to release the force on
the snap ring and using retaining ring pliers, remove the snap-ring. Carefully release the spring tension
and remove the snap ring and retaining washer (cover). Remove the two control valve springs. Using
needle nose pliers, remove the control valve.
THE CONTROL VALVE ITSELF IS NOT A SERVICABLE PART AND SHOULD NOT BE DISASSEMBLED
Installation: Ensure that the control valve and control valve bore are clean. Lightly oil the control valve
with clean engine oil and slide it into the bore, with the hex stud end up. THE CONTROL VALVE
SHOULD BE FREE AND NOT STICK AT ALL. Place the two springs into the bore and using a suitable
hand tool, install the retaining washer (cover) and using a suitable hand tool compress the spring until
the snap-ring can be installed in the groove. Remember to install the snap ring with the sharp side
up “away from washer”. Ensure the snap ring is fully in place, and rotate before releasing the spring
pressure
45
Component Parts
Slave Piston Group: P/N 3008452C1

There are three Slave Piston Groups in each Engine Brake Housing Assembly.
The Slave Piston transmits the braking event received from the Master
Piston/Slave Piston hydraulic circuit to the Exhaust Valve via the Bridge Pin.
1
Item Description
-1 Slave Piston Adjusting Screw and Lock Nut
-2 Slave Piston
-3 Slave Piston Spring
-4 Slave Piston Retainer
2
-5 Snap Ring – Slave Piston Retaining
! WARNING
THE SLAVE PISTON IS RETAINED UNDER HEAVY SPRING PRESSURE.
WEAR SAFETY GLASSES, AND REMOVE THE SLAVE PISTON
CAREFULLY FOLLOW THE INSTRUCTIONS AND USE THE PROPER
3
TOOLS OR THE SPRING COULD BE DISCHARGED WITH ENOUGH
FORCE TO CAUSE PERSONAL INJURY
4 To remove and reinstall the Slave Piston it is strongly
recommended that the Slave Piston Removal Tool be used.
5
Jacobs P/N 00-025084
Fig 24 Fig 25
46
Component Parts

Removal: Remove the adjusting screw locknut and back out the
adjusting screw until the slave piston is fully retracted (screw is loose)
Place the hole in the slave piston removal tool over the slave piston
adjusting screw (Fig 26).
- While holding the tool in position, screw the holder down over the
slave piston stem until the retainer is contacted. Continue until the
retainer is depressed about 1mm, relieving the pressure against the
retaining ring.
Fig 26
- Using retaining ring pliers remove the retaining ring (Fig 27). Back
out the holder until the springs are loose, remove the tool.
- Remove the retainer, spring and slave piston.
- Clean the slave piston and bore and inspect for nicks or burrs and
any binding in the bore.
Fig 27
47
Component Parts
Installation: Apply clean engine oil on the slave piston, and install
into the bore, checking that it is free and smooth through out the bore.
Install the spring and retainer over the slave piston stem.
- Place the slave piston removing tool over the slave piston stem and
adjusting screw, and compress the slave piston spring down until the
retainer is about 1mm below the retaining groove. Care must be taken
when compressing the slave piston spring.
Fig 26
- Slide the retaining ring, sharp side up away from washer, over
the threaded rod of the removal tool and reinstall the retaining ring
in its groove. It is recommended that the retaining ring is turned
about ¼ turn to ensure it is seated in the groove.
- Be sure the retaining ring is fully engaged in the groove.
- Remove the slave piston removal tool slowly to ensure proper
seating of the retaining ring.
- Re-assemble the locknut, do not tighten.
Fig 27
48
Component Parts
Master Piston Group,

THE MASTER PISTON ASSEMBLY IS NOT A SERVICABLE
GROUP. NO ATTEMPT SHOULD BE MADE TO DISASSEMBLE
THIS GROUP FROM THE BRAKE HOUSING.
There are three Master Piston Groups in each Engine Brake Housing
Assembly. The Master Piston transmits the braking event of the brake cam
to the slave piston via the oil within the Master Piston/Slave Piston circuit.
- Ensure the master piston moves easily and freely in the bore with no
sign of sticking or roughness.
- Check for spring tension, this is designed to retract the Master Piston
Assembly fully and ensure that the roller is not in contact with the brake
cam lobe when off.
- Inspect the Master piston roller for any signs of fretting, or galling.
Fig 28 Inspect the cam lobe for any signs of distress.
NOTE: IF THE MASTER PISTON IS STICKING OR THE ROLLER IS
DAMAGED THE HOUSING ASSEMBLY MUST BE REPLACED.
49
Training Objectives
Table Of Contents
 Description
 Control System
 Maintenance
 Parts Listing
 Component Parts
Troubleshooting
 Warranty
50
Theory of Operation
Step 1. The main components of the engine brake housing are the solenoid valve, the
control valve, the master piston assembly and the slave piston. The control valve and the
solenoid valve regulate the flow of the engine oil, which acts as Jake Brake® hydraulic
fluid. As shown in this figure, when the Jake Brake® is not in operation, the solenoid
valve is closed, preventing engine oil from entering the system, and allows for the exhaust
of the engine oil from the engine brake housing at the end of the braking cycle.
Step 1
Step 2. When activated, the solenoid valve opens permitting engine lube oil to flow under the normal
lube system pressure through the control valve and into the drillings for both the master piston and
slave piston circuits. Oil will continue filling the circuit until the master piston makes contact with the
cam and follows the motion of the cam lobe (dedicated braking lobe), pushing the piston back into
the housing forcing the oil out of the master piston bore. Step2
Step 3. When the high pressure oil flows back through the master piston, slave piston and
control valve circuits, the check ball in the control valve seats, trapping oil in the circuit
creating a closed link between the slave piston and master piston. With this closed hydraulic
link created, the continued movement of the master piston following the cam profile, causes
the pressure to increase to the point the slave piston now has the energy to momentarily
Step 3 opening the exhaust valve (single valve opening), while the engine piston is near its top dead
center position, releasing compressed cylinder air out through the exhaust manifold.
51
PRELIMINARY CHECKS:
1. Before starting to troubleshoot, check the following:
a) Oil level on dipstick. Over-full or under-full condition in crankcase will cause aeration in the engine brake hydraulic system. If
oil is questionable, refer to manufacturer’s charts for correct dipstick calibration. Re-calibrate if necessary
b) Condition of engine lubricating oil for presence of fuel or water or both. This indicates engine problems and must be corrected.
c) Turbocharger, air cooler, and piping. Any loss of intake manifold pressure will cause a reduction in the engine brake power
output. This results in a customer complaint of reduced engine brake power.
2. Before inspecting the brake housing, remove over-engine equipment such as air intake and turbocharger crossover
pipes, plus the valve mechanism upper covers.
a) Inspect the pipe plugs on housing ends where applicable to make sure none are missing, 100 lb.-in. (11 N*m) torque. Use
Jacobs pipe plugs, P/N 00-028317
b) Look for any cracks in the engine brake housing
c) Check for loose wiring connections at the solenoid valves and any brittle, cracked or damaged wiring.
d) Check for loose or damaged hold down bolts
e) Check the exhaust bridges and actuator pins. The pins should move freely with no signs of distress.
f) Check engine brake slave piston lash setting (0.8mm) and engine valve lash settings (see applicable engine manufactures
service literature).
Note: When operating the engine brake with the valve cover removed be aware that there will be a significant amount of oil spray in
this area. This engine brake has separate drillings to lubricate the master piston roller area. This adds to the oil spray in the
area, but does not indicate leakage or a problem with the oil supply needed for engine brake operations. These are two
separate systems within the engine brake housing.
! WARNING !
WEAR EYE PROTECTION AND DO NOT EXPOSE YOUR FACE OVER ENGINE AREA.
TAKE PRECAUSTIONS TO PREVENT OIL LEAKAGE DOWN ON THE ENGINE.
WHENEVER THE ENGINE IS RUNNING AND VALVE COVERS ARE REMOVED, OIL
SPLASHING IN THE ENGINE BRAKE AREA COULD CAUSE PERSONAL INJURY
52
General Problem Analysis
Electrical System: The Engine Brake is controlled by the Engine ECM, refer to Navistar Fault Codes
for external fault diagnosis.
Solenoid Valve: The Solenoid Valve cannot be overhauled or repaired in the field. If any solenoid
problems other than seal rings or filter screen exist, the Solenoid Valve must be replaced.
Operation Check: The best way to examine a solenoid valve coil for correct operation is with a Volt /
Amp / Ohm meter comparing the readings for each solenoid with the proper specifications (Table 6).
Resistance Current Draw Pull-in Voltage

(Ohms) (Amps) (minimum)
P/N Voltage Cold (25°C) Hot (60°C) Oil Pressure (40-60 psig) Cold (25°C) Hot (60°C)
37674 12 VDC D/L 8.7 to 10.0 9.8 to 11.5 .6 to .7 6.3 7.0
Note: These estimates are taken at the solenoid terminal contacts and does not include the wiring harness
Table 6
Fig 29
! WARNING !
DO NOT TOUCH THE ELECTRICAL CONNECTION WHEN A SOLENOID IS ENERGIZED,
ELECTRICAL SHOCK COULD RESULT
53
Electrical System: Continued – Solenoid Diagnostics
Problem: Engine brake does not turn on / slow to turn on
Electrical Evaluation:
Probable Cause: Supply voltage to solenoids 1 & 2 below 7.0 VDC minimum.
Correction: Check ECM input sensors – see manufactures repair procedures.
Probable Cause: Solenoid Failure

Check: Solenoid resistance to be between 8.7 - 10 OHMS at 77°F.
Check: Continuity between solenoid terminal contact to solenoid body should be “open” (no connection)
Correction: If solenoid is outside of above specification(s), replace solenoid valve(s).
Probable Cause: Harness Failure

Correction: Check continuity from each solenoid to engine ground. Must be “open” (no connection).
Repair harness as required.
Probable Cause: Supply voltage continues (should be 0 VDC between solenoid terminals).
Check: ECM input sensors – see manufactures repair procedures.
Probable Cause: Undercover wiring and solenoid connection short(s).

Check: Continuity from each solenoid terminal to engine ground, must be “open” (no connection).
Check: Remove the “ground” wire from the solenoid terminal. If the solenoid remains on, there may be
a solenoid short. If the “hot” wire is switched to the other solenoid terminal and it does not turn on, there
may be a solenoid short.
Correction: Replace wiring harness or solenoid as needed.
54
Electrical System: Continued – Solenoid Diagnostics
Problem: Engine brake does not turn off / slow to turn off
Mechanical Evaluation:
Probable Cause: Solenoid seal rings leaking.
Correction: Replace Upper and Lower seal rings.
Probable Cause: Debris in solenoid valve.

Correction: Flush solenoid valve and replace solenoid screen.
Correction: Shake solenoid, should hear a distinct rattle, indicating free component movement and
move the poppet stem (the pin exposed on the bottom of the solenoid to confirm it moves freely. If
not heard or poppet stem does not move freely, replace solenoid.
Probable Cause: Low engine oil pressure

Correction: Determine oil pressure at engine brakes housing using procedures given in this manual
(see oil pressure requirements). If oil pressure is below specifications, (20 psi at engine brake
housing, at engine operating temperature) engine should be repaired in accordance with the
manufacturers’ procedures.
55
Hydraulic-Mechanical:
The Oil Pressure test kit P/N 00-040049 can be used to determine engine oil pressure available for
operation of the engine brake. Complete instructions are contained in the kit.
Engine Braking Boost should be checked with suitable equipment to ensure correct boost pressure
and braking performance per Table 3.
Problem: Engine brake weak in effect or low on engine brake power

Probable Cause: Engine Brake out of adjustment
Correction: Check Engine Brake adjustment and readjust as needed, 0.8mm.
Probable Cause: Insufficient supply of oil pressure to operate engine brakes.

Correction: Measure supply oil pressure and ensure it is within specifications.
Probable Cause: Engine Boost Pressure Low while braking, below 22 psi @ 1900 rpm with the engine
brake on high..
Check: Refer to Table 3 for pressure vs. boost at the high setting for proper output of turbocharger,
check charge air cooler piping, exhaust manifold to turbo connections, EGR tubes, etc. for any leakage.
Correction: Repair leakage in accordance with the manufacturers’ procedures.
56
Hydraulic-Mechanical: Continued –
Problem: Engine brake slow to operate or weak in effect
Probable Cause: Lube oil cold and thick
Correction: Allow engine to warm before operating brakes.
Probable Cause: Improper slave piston adjustment or slave piston binding in bore.
Correction: Readjust in accordance with Jacobs procedure and lash setting, 0.8mm. Ensure that
slave piston responds smoothly to the adjusting screw by loosening jam nut and screwing the screw
through its full travel for full slave piston motion. Make sure piston travels full range without binding
or sticking.
! WARNING !
REMOVE SLAVE PISTON CAREFULLY WHEN DISASSEMBLING. USE THE SLAVE PISTON
REMOVAL TOOL P/N 00-025084. THE SLAVE PISTON SPRINGS ARE UNDER HEAVY
COMPRESSION.
Probable Cause: Master piston not moving in bore.

Correction: Check the master piston in bore to ensure that they are free and not sticking. If any are
sticking or rough in movement, replace the housing. Inspect lube oil for signs of contaminants. If any
are present, replace oil and filters and correct cause of contamination. Ensure that the correct
amount of oil pressure is getting to the master piston assembly, minimum of 20 psi. Check the oil
pressure at the control valve bore using the Jacobs Oil Pressure test kit.
57
Problem: Engine brake slow to operate or weak in effect - Continued..
Probable Cause: Control valves binding in housing bore.
Correction: Remove control valve. If body is scored, replace control valve. Check for contaminants
in lube oil. Clean housing and control valve. If binding continues, replace housing.
Probable Cause: Control valve defective.

Correction: Remove control valve. Make sure check ball is seated in bore and can be moved off
seat. Make sure there is spring pressure against ball. Flush in cleaning solvent. Replace if
necessary.
Probable Cause: Outer control valve springs broken, or engine oil pressure extremely high.
Correction: Outer control valve spring broken, allowing control valve to over-index or engine lube
system problem. Consult appropriate engine repair manual for causes of high lube oil pressure.
Probable Cause: Engine brake housing plugs leaking

Correction: Check plugs for signs of leaks. If leaks are present, remove plug, clean treads and
install at 100 lb.-in. (11 N*m) torque. Use Jacobs pipe plug, P/N 00-028317.
NOTE: Do NOT remove any plugs that are NOT LEAKING. The Plugs are sealed with Loctite
and normally should not be removed.
58
Problem: Oil pressure dropping below minimum required for engine brake operation
Note: Required oil pressure, at engine brake housing, for proper engine brake operation is 20 to
55 PSI at engine operating temperature, between 1000 rpm’s and governed engine speed.
Probable Cause: Housing pipe plug (s) missing.

Correction: Check all housing pipe plugs, replace as needed, re-torque to 100 in. lbs. (11 N*m) torque.
Probable Cause: Aeration of lubricating oil.

Correction: Check for aeration of the oil. Activate, and then deactivate engine brake. Watch escape oil
coming from the control valve cover. If there are air bubbles in the oil or if the oil is white and foamy, air
is present in system. Aeration can be caused by the crankcase being too full of oil or too low on oil or a
problem with the engine oil pump or pick up tube. Correct in accordance with manufacturer’s
procedures.
Probable Cause: Lubricating oil being diluted by fuel oil.

Correction: Have an oil analysis of lube oil to determine if fuel is present. Correct per engine
manufacturer’s procedures.
Probable Cause: Low engine oil level.

Correction: Consult engine manual for specifications. Add oil or re-calibrate dipstick as required.
59
Problem: Oil pressure dropping below minimum required for engine brake operation
Probable Cause: Worn engine rocker lever bushings.
Correction: Replace bushings in accordance with engine manufacturer’s procedures.
Probable Cause: Restrictions in the engine oil passages leading to engine brake.
Correction: Inspect all the passageways; remove any items restricting oil flow.
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.

Check: Control valves for binding.
Correction: Remove and clean or replace if necessary. Inspect lube oil for contaminants.
60
Problem: Engine misses or loses power.

Probable Cause: Slave piston lash adjustment too tight.
Correction: Readjust slave piston clearance in accordance with appropriate lash setting (0.8 mm)
Probable Cause: Solenoid stuck in “on” position.

Correction: See solenoid diagnostics section.
Probable Cause: Control Valve sticking or dragging in bore.

Correction: Flush Control Valve/Control Valve bore and replace if necessary
Probable Cause: Broken Control Valve Spring.

Correction: Replace Control Valve spring.
61
Training Objectives
Table Of Contents
 Description
 Control System
 Maintenance
 Parts Listing
 Component Parts
 Troubleshooting
Warranty
62
Warranty
The Jacobs Engine Brake Product installed on a Navistar MAXXFORCE 11 and 13 liter engine will
be warranted according to the published base warranty of the engine by application.
The service replacement parts warranty will be one year/unlimited miles, or remainder of the
standard warranty, whichever is greater
All warranty will be administered through the Navistar warranty dealer network.
63
Warranty
Product Identity:
• The engine brake housing is identified below: The serial number and other pertinent
information is called out in the data etched into the engine brake housing. This information is
necessary when filing a warranty claim.
Navistar Part Number

Jacobs Part Number
Date of Manufacture
And Time of Manufacture
Serial Number
Fig 30
64
Warranty
Product Identity:
• The engine brake solenoid is identified as below: The date code is needed to help identify
possible manufacturing issues.
Jacobs P/N
037674
Date Code
Solenoid Valve
Fig 31
65
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 The Engine Brake System consists of:

Exhaust Valve Lift

braking valve motion. The braking cam lobe provides for

Compression Release is accomplished by opening an exhaust valve near the top of

- The Engine Brake Housing Assembly

Part Description Navistar P/N Quantity

The following symbols in this training program signal potentially dangerous

Take care when installing an engine brake.

• Disconnect the “Brake Solenoid” harness Fig 1

NOTE Both Brake Housings are the same

One Housing Removed Fig 4

• Remove the remaining hold down cap

Exhaust Bridge Fig 5

• The Intake and Exhaust Rocker Arm assemblies can now be

• Check that the slave piston adjusting screw

• Ensure the slave piston is oriented over the

• Install the three M12 X 100mm long, socket M12 x 100

• Attach the solenoid harnesses

Solenoid Harness Ties

• Secure the solenoid harnesses to

Intake & Exhaust Valve Lash Adjustment

Brake Valve Lash Adjustment

3. Tighten the locknut while holding the adjusting screw,

4. Rotate the engine until the next cylinder exhaust 0.8mm

Bleeding the Engine Brake

Connector (1) – ECM PWR OUT 2 = PIN E1-05

• Jacobs Engine Brake Systems are designed to be low maintenance. The

Torque Settings and Lash Clearance

!CAUTION Do not over-torque as this may damage the solenoid

Solenoid Resistance at Cold 8.7 to 10.0 Ohms @ 25°C (77°F)

Engine Brake Performance

13. Slave Piston

15. Master Piston

3007628C93 Navistar 11. Washer 0.869OD

1b. Control Valve Group 00-039893 3008454C2 3 6

1c. Slave Piston Group 00-039894 3008452C1 3 6

1d. Master Piston Assembly Group 3 6

2. Bridge Assembly, Braking 00-039446 3007627C1 n/a 6

Attaching Parts / Tools

Description Part Number Qty/Eng

Bolt Hold-Down M10 x 90mm n/a 1822018C1 6

(Engine Brake) Housing Assembly Exploded Schematic

1 1. Solenoid Valve Group

Solenoid Valve Group

Fig 21 Oil In-let In-let Screen

Solenoid Valve with Cover.

Control Valve Group: P/N 3008454C1

Control Valve Control Valve

Control Valve Group: P/N 3008454C1

Slave Piston Group: P/N 3008452C1

Slave Piston Group: P/N 3008452C1

Slave Piston Group: P/N 3008452C1

Master Piston Group,

Resistance Current Draw Pull-in Voltage

Probable Cause: Solenoid Failure

Probable Cause: Harness Failure

Probable Cause: Undercover wiring and solenoid connection short(s).

Probable Cause: Debris in solenoid valve.