2006 ram 2500 5.9 cummins auto with pacbrake PRXB exhaust brake. Towing 2016 Forest River Stealth 5th wheel toy hauler weighing in at 14k. Towing down 8 percent grade.
I just returned from2 months in Colorado mountains with my 2005 ram 2500 5.9. I installed this PRXB exhaust brake so I could give my truck and 10k trailer brakes a little help. I was more than pleased with this exhaust brake!! Rarely if every used my truck brakes when descending mountain grades!! I was fascinated at how great PRXB preformed!
Have you noticed any detrimental power loss, engine temp increase or increased EGT temps when pulling big loads since pac brake install? especially EGTs.
Hi and thanks for your video. If i may i will share my experience. I am happy with my system on my 05, 5.9 Cummins and auto trans. I did however encounter a problem about two weeks after installation. I started to notice that my compressor would come on about every 3 minutes and run for about 15 seconds or so. Ok, a leak has developed so with bubbles in hand, I began the search. No leak?? So, another bubbles leak check...still no leak?? About two additional checks later, it was time for a different approach. It had to be a system failure, but what?? The pressure switch seemed to be a potential and most likely source so i removed it, added a drop or two of light oil into the tiny orifice, reinstalled the switch and bingo...no more compressor cycling. I was not loosing tank pressure at all, only the switch internal pressure. Long story short, should you have this problem develop, check your pressure switch. I will request a new switch from PacBrake because I don't know if I corrected the problem for the long haul or just a temp. fix. Just my experience.
Great thanks a lot. I will keep that in mind in case I have that issue. I lose air if it sits for a couple days, but I don't yet have the issue where it cycles every three minutes....
I personally don’t use tow/haul mode, but yes you can use it with the PacBrake. I have a triple disc torque converter and lockups are harsh in tow/haul mode.
great video, thank you for sharing.. I did have one question for you, in your video you suggested you had to have the tranny in 2nd gear.. is this the only gear that had the exhaust brake being effective? I have a 2004.5 5.9 Cummins and was looking to put the PRXB on as we have some serious mountains I'm either going up and down with and I have a Lance 1191 in my box, one of the biggest campers out there with a lake boat in tow as well. I eat brakes on some of these hills so I'm leaning towards the PRBX system.. I think..
Thanks. The exhaust brake works in 2nd, 3rd, and 4th gear. It does not engage in 1st gear only. So brake is effective down to about 25 mph. I still have the exhaust brake for my 5th wheel and I use the brake all the time. Best upgrade I’ve done for my truck. You will notice better control around turns, and you’ll keep the brakes cool for when you really need them.
@@dodgecummins6181 I really appreciate the insight. Last year the wife got “concerned” on the brakes getting hot and leaving the scent in the truck. I’m going to this set up. Thanks again.
@@robardave no problem, anytime. Last thing I would say is the stock manifold is known to warp and can blow off the head with the back pressure of the exhaust brake. I installed a 2 piece manifold to solve that. If you don’t, just check the integrity of the stock manifold before install.
@@dodgecummins6181 : I'm a Truck driver. That ex brake on a Truck is worth it. Greetings from Toluca Mexico. But I know your land. Missouri, Arkansas ( Sierra). Thanks for replying.
It has definitely been worth it. I use the pacbrake everyday even when not towing. I paid roughly 1300 for it. I also installed the BD two piece exhaust manifold with it since the stock one can warp. If the stock manifold warps, it can blow off due to high pressures pacbrake produces. Using the pacbrake keeps my service brakes unused and cool in case I really need them. I would recommend if you are towing 10k or more.
You said you’re towing 14k? What’s your pin weight or tongue weight? I have an 06 2500 5.9 auto MEGAcab and my payload is 1652. What is yours. It seems you would exceed your payload with that much weight. I have an airstream with 1000# tongue weight which leaves only 650# for cargo, fuel and people. Bottom line, are you just ignoring payload?
Pin weight at 14k is 2,800 pounds. Difference between 2500 and 3500 SRW is an overload leaf. I added airbags and run them at 45 psi. My payload is 1631. I’m not ignoring the payload, just basically added airbags to bring up to 3500 capacity. There are no other differences in build between 2500 and 3500 except for the added leaf, so truck handles it fine. Towed this trailer 30k miles for 5 years and no issues.
@@dodgecummins6181 I added airbags as well but was told and have read that adding airbags does not increase payload. So it has me thinking I need a 3500. My problem is I LOVE my 06!
@@EvenaGirlCanDoIt per the manufacture that is correct. And nobody will officially tell you that is ok. But I’m reality, the 2500 and 3500 is the exact same truck minus an added leaf. All my friends have new trucks and I’m the only one that doesn’t have engine problems due to new emissions garbage. Someone just offered me 30k for my truck. I wouldn’t sell it. Now if you’re adding much more than 3k, then you’re probably starting to look into a dually.
@Stream Rolling...if I may...you are correct, you cannot add helper springs, air bags, tires or anything of that nature to "increase your towing capacity". For legal and more importantly , safety reasons, you should not exceed your GCWR, or GVWR. If you are pulled over and weighed, you can and will face harsh consequences. Now, for compliance reasons and cost cutting purposes, manufacturers sloppily create stickers for each vehicle to market them per any given year and market. My personal example: I own a 2002 F250 4x4 Crew Cab 7.3l powerstroke diesel. The GVWR is 8800, the truck weighs 7500 without anyone in it, and is allegedly able to tow only 12,000lbs. However, if you look at the weakest point on my drive train (tires, axles, brakes, frame) my vehicle is actually rated to have a GVWR of nearly 12,000 (a far cry from the 8800 for that model year's 3/4th ton compliance specs). My front axle is rated at 5800; rear is rated at 6084, I have standard 265/75r16 tires at proper inflation levels can support 3,415 per tire. I have huge 2 piston calipers and leaf springs front and rear. Vehicles with the same motor have a GCWR of over 50k...do I think 20k is the max for my vehicle to stop, control, and pull safely? Absolutely not! Do I want to risk being caught riding heavy? Absolutely not! Will I use my vehicle for personal use and not have to stop at commercial weight stations whilst over 20k, but under 26k per my liscense limitations? Absolutely! If my Yukon XL is rated at over 8,000lbs for towing, I know my F250 can stop and control more than 3400lbs greater than my 7 seater comfortable suv. Hope that helps!
The truck will not allow torque converter lockup in 1st gear, so exhaust brake will only work in 2,3,4 gears. So the brake is effective down to roughly 20 mph.
@@dodgecummins6181 This makes sense. I just installed one of these on my 05 and noticed it didn't work or seem effective the slower I got. Now will the brake completely kick out if say you're stopped at a stop sign before take off? I notice that it doesn't even bog the engine down at a stop. I ask cause I have one of these on a 99 with a manual and it practically wants to kill the engine at a stop sign but if it doesn't work in first gear with the auto it would make sense why I can't notice it at a stop.
James Valdez correct, the Computer unlocks torque converter as soon as you slow below 2nd gear. It’s all electronically controlled on our trucks. You can put a manual lockup switch to work in 1st gear, but you risk stalling engine if you forget to unlock.
Honestly, not worth it. Its great in the higher gears and warm up but the auto trans in these trucks in complete garbage. I actually just sold the truck all together and went with a new cummins
I just returned from2 months in Colorado mountains with my 2005 ram 2500 5.9. I installed this PRXB exhaust brake so I could give my truck and 10k trailer brakes a little help. I was more than pleased with this exhaust brake!! Rarely if every used my truck brakes when descending mountain grades!! I was fascinated at how great PRXB preformed!
Yes sir, I think I’m going to get 100k out of my front brakes even while towing.
Thanks for a real world, real life review. Very nice!
14K behind you…that’s good load. Thnx for the vid. Did you install the pacbrake yourself?
Have you noticed any detrimental power loss, engine temp increase or increased EGT temps when pulling big loads since pac brake install? especially EGTs.
Do you have any more videos of how it sounds maybe of what it looks like installed too info on what is done to the truck?
Hi and thanks for your video. If i may i will share my experience. I am happy with my system on my 05, 5.9 Cummins and auto trans. I did however encounter a problem about two weeks after installation. I started to notice that my compressor would come on about every 3 minutes and run for about 15 seconds or so. Ok, a leak has developed so with bubbles in hand, I began the search. No leak?? So, another bubbles leak check...still no leak?? About two additional checks later, it was time for a different approach. It had to be a system failure, but what?? The pressure switch seemed to be a potential and most likely source so i removed it, added a drop or two of light oil into the tiny orifice, reinstalled the switch and bingo...no more compressor cycling. I was not loosing tank pressure at all, only the switch internal pressure. Long story short, should you have this problem develop, check your pressure switch. I will request a new switch from PacBrake because I don't know if I corrected the problem for the long haul or just a temp. fix. Just my experience.
Great thanks a lot. I will keep that in mind in case I have that issue. I lose air if it sits for a couple days, but I don't yet have the issue where it cycles every three minutes....
Knew that was montezuma the second I clicked on the video haha
Ha! Hell of a hill.
Very informative, thanks for sharing.
I am considering this for my 05 dually with AT. Do you switch to tow/haul when using this exhaust brake or just leave the transmission alone?
I personally don’t use tow/haul mode, but yes you can use it with the PacBrake. I have a triple disc torque converter and lockups are harsh in tow/haul mode.
great video, thank you for sharing.. I did have one question for you, in your video you suggested you had to have the tranny in 2nd gear.. is this the only gear that had the exhaust brake being effective?
I have a 2004.5 5.9 Cummins and was looking to put the PRXB on as we have some serious mountains I'm either going up and down with and I have a Lance 1191 in my box, one of the biggest campers out there with a lake boat in tow as well. I eat brakes on some of these hills so I'm leaning towards the PRBX system.. I think..
Thanks. The exhaust brake works in 2nd, 3rd, and 4th gear. It does not engage in 1st gear only. So brake is effective down to about 25 mph. I still have the exhaust brake for my 5th wheel and I use the brake all the time. Best upgrade I’ve done for my truck. You will notice better control around turns, and you’ll keep the brakes cool for when you really need them.
@@dodgecummins6181 I really appreciate the insight. Last year the wife got “concerned” on the brakes getting hot and leaving the scent in the truck. I’m going to this set up. Thanks again.
@@robardave no problem, anytime. Last thing I would say is the stock manifold is known to warp and can blow off the head with the back pressure of the exhaust brake. I installed a 2 piece manifold to solve that. If you don’t, just check the integrity of the stock manifold before install.
@@dodgecummins6181 interesting. Thanks. I’ll give it a good once over.
You mentioned you are I'm California where did you get the exhaust brake?
Diese system services in Lakeside installed it.
@@dodgecummins6181 :
How much for the all thing?
Looks very solid
500 for BD 2 piece exhaust manifold and about 1500 for exhaust brake. Installation should run around 5-700 dollars.
@@dodgecummins6181 :
I'm a Truck driver.
That ex brake on a Truck is worth it.
Greetings from Toluca Mexico.
But I know your land.
Missouri, Arkansas ( Sierra).
Thanks for replying.
So was it worth it?
Would you install again?
How much did it cost?
It has definitely been worth it. I use the pacbrake everyday even when not towing. I paid roughly 1300 for it. I also installed the BD two piece exhaust manifold with it since the stock one can warp. If the stock manifold warps, it can blow off due to high pressures pacbrake produces. Using the pacbrake keeps my service brakes unused and cool in case I really need them. I would recommend if you are towing 10k or more.
You said you’re towing 14k? What’s your pin weight or tongue weight? I have an 06 2500 5.9 auto MEGAcab and my payload is 1652. What is yours. It seems you would exceed your payload with that much weight. I have an airstream with 1000# tongue weight which leaves only 650# for cargo, fuel and people. Bottom line, are you just ignoring payload?
Pin weight at 14k is 2,800 pounds. Difference between 2500 and 3500 SRW is an overload leaf. I added airbags and run them at 45 psi. My payload is 1631. I’m not ignoring the payload, just basically added airbags to bring up to 3500 capacity. There are no other differences in build between 2500 and 3500 except for the added leaf, so truck handles it fine. Towed this trailer 30k miles for 5 years and no issues.
@@dodgecummins6181 I added airbags as well but was told and have read that adding airbags does not increase payload. So it has me thinking I need a 3500. My problem is I LOVE my 06!
@@EvenaGirlCanDoIt per the manufacture that is correct. And nobody will officially tell you that is ok. But I’m reality, the 2500 and 3500 is the exact same truck minus an added leaf. All my friends have new trucks and I’m the only one that doesn’t have engine problems due to new emissions garbage. Someone just offered me 30k for my truck. I wouldn’t sell it. Now if you’re adding much more than 3k, then you’re probably starting to look into a dually.
@Stream Rolling...if I may...you are correct, you cannot add helper springs, air bags, tires or anything of that nature to "increase your towing capacity". For legal and more importantly , safety reasons, you should not exceed your GCWR, or GVWR. If you are pulled over and weighed, you can and will face harsh consequences.
Now, for compliance reasons and cost cutting purposes, manufacturers sloppily create stickers for each vehicle to market them per any given year and market. My personal example: I own a 2002 F250 4x4 Crew Cab 7.3l powerstroke diesel. The GVWR is 8800, the truck weighs 7500 without anyone in it, and is allegedly able to tow only 12,000lbs. However, if you look at the weakest point on my drive train (tires, axles, brakes, frame) my vehicle is actually rated to have a GVWR of nearly 12,000 (a far cry from the 8800 for that model year's 3/4th ton compliance specs). My front axle is rated at 5800; rear is rated at 6084, I have standard 265/75r16 tires at proper inflation levels can support 3,415 per tire. I have huge 2 piston calipers and leaf springs front and rear. Vehicles with the same motor have a GCWR of over 50k...do I think 20k is the max for my vehicle to stop, control, and pull safely? Absolutely not! Do I want to risk being caught riding heavy? Absolutely not! Will I use my vehicle for personal use and not have to stop at commercial weight stations whilst over 20k, but under 26k per my liscense limitations? Absolutely! If my Yukon XL is rated at over 8,000lbs for towing, I know my F250 can stop and control more than 3400lbs greater than my 7 seater comfortable suv.
Hope that helps!
What happens when you put it in first gear with exhaust brake on? Does it work then. Thanks
The truck will not allow torque converter lockup in 1st gear, so exhaust brake will only work in 2,3,4 gears. So the brake is effective down to roughly 20 mph.
Thanks, did you go with any tunes that helped with tow haul mode and making the the exhaust brake more effective
I’m running a smarty jr on SW2, which is the tow tune. It doesn’t help the exhaust brake at all, but awesome for towing.
@@dodgecummins6181 This makes sense. I just installed one of these on my 05 and noticed it didn't work or seem effective the slower I got. Now will the brake completely kick out if say you're stopped at a stop sign before take off? I notice that it doesn't even bog the engine down at a stop.
I ask cause I have one of these on a 99 with a manual and it practically wants to kill the engine at a stop sign but if it doesn't work in first gear with the auto it would make sense why I can't notice it at a stop.
James Valdez correct, the Computer unlocks torque converter as soon as you slow below 2nd gear. It’s all electronically controlled on our trucks. You can put a manual lockup switch to work in 1st gear, but you risk stalling engine if you forget to unlock.
That taking you down into borego springs?
Yes sir...
Is it the 4 speed auto?
Just curious is this with the stock turbo
Yes it is. Everything stock except the exhaust brake.
I can't wait to get one thanks
That brake sounds like your grinding all the teeth off 3rd gear, lol.
Grant Kokot autos don't have teeth... Or gears technically
@@samweimer2118 ????
@@jetstream454 other than parking pin of course
@@samweimer2118 They all have gears but planetary. Those gears must have teeth, be it straight cut or helical
Should have bought a BD with their trans controller
Holy shit I would be cringing bad riding around damn near red lining. I have the same truck
ted s won't hurt it at all
It's a diesel it can be run at the governor 24-7
Honestly, not worth it. Its great in the higher gears and warm up but the auto trans in these trucks in complete garbage. I actually just sold the truck all together and went with a new cummins