C-15 weak jake

Clessie L. Cummins, founder of the Cummins Engine Company, drove across the United States to demonstrate the viability of diesel engines in 1931. While descending Cajon pass in California, the foundation brakes on his vehicle faded and he and the crew of his truck were nearly killed. Shortly after this experience Clessie first conceived the idea of using the engine to slow a vehicle going down hill. Clessie developed the first concept of a compression release engine brake in 1954, after leaving the company that he founded. Despite repeated rejections from major engine manufacturers, Clessie continued to pursue his idea.
It was a family connection through Clessie's nephew which led him to The Jacobs Manufacturing Company (established in 1903 by A.I. Jacobs), makers of the world famous three jaw Jacobs Drill Chuck. After some negotiation it was decided that Jacobs would invest in the further development of Mr. Cummins idea. In 1960, the Clessie L. Cummins division of Jacobs Manufacturing Company was established. Clessie finally received a broad patent for the engine brake in 1965. The company was divided in 1986 when Danaher Corporation purchased The Jacobs Manufacturing Co., and relocated chuck manufacturing to Clemson, South Carolina. Engine brake development and production remains in Bloomfield, Connecticut under the Jacobs Vehicle Systems name.
In March of 1961 the first engine brake, a Model 20, was sold for Cummins NH/NT series engines. In 1963 the first engine brakes for Detroit Diesel Series 71 engines were sold. In 1965 the model 675 was released for Mack Engines. In 1978, the Model C346 engine brake was developed for Caterpillar 3406 engines. Today, Jacobs manufactures Engine and Exhaust brakes for all of the major North American diesel engine manufacturers as well some in Europe and Asia. These include DAF Trucks N.V., Renault VI, Hino Motors, Hyundai, and Mitsubishi Motor Company.


http://www.jakebrake.com/support/faqs.php

 

If Cummins is so smart,then why did they get Scania engineers to design the ISX and Signature motors?Maybe they ran out of ideas?

 

I have no idea why anybody is designing what they are designing now. The newer engines really don't impress me one bit.

Why anyone wants to be in the CI (compression ignition) highway truck engine business any more is beyond me. The laws are just way too restrictive.

I kind of think we are going to start seeing more stuff like those SI (spark ignited) engines that were being built for transit busses and refuse trucks.

Some of the diesel/electric designs look promising too.

 

I am not an expert in this field,BUT it seems to me you need to have a look at some porn to relieve the pressure in your head

 

Maybe this site needs a porn thread with links to good sites....lol

 

If you need it i got it, just pm........ Hey after all i am 24

 

I like 550, reminds me of someone i knew a little over 24 years ago.

 

Why does it cost so much to get the password from CAT to adjust horsepower?

 

Because they have it, and you want it.

Nothing magic about it, they know people will pay.

 

Cat charges for it beacause they have to pay the EPA for increasing the hp. They pay the EPA when the engine is new, When you change the hp up, they have to pay the difference of what it would have cost them when the engine was new. Cat does not charge to turn a engine hp down.