Service Bulletin

Mack Trucks, Inc.

Greensboro, NC USA Trucks
Date Group No. Release Page

6.2011 253 53 01 1( 8 )

Engine Brake
Design and Function
MP7

Engine Brake, Design and Function

W2005865

This information covers the design and function of the engine brake on the MACK MP7
engine.

Contents
• “Engine Brake”, page 2

Note: Information is subject to change without notice.

Illustrations are used for reference only and can differ slightly from the actual vehicle
being serviced. However, key components addressed in this information are represented
as accurately as possible.

PV776-89022273 USA49101
Mack Trucks, Inc. Date Group No. Release Page
Service Bulletin 6.2011 253 53 01 2( 8 )

Design and Function

Engine Brake
The engine brake provides assistance in slowing the vehicle
when necessary. The system includes:
• Wiring harness
• Camshaft altered lobe profile
• Engine brake control valve
• Exhaust rocker arm pistons
• Exhaust valve bridges
During the engine compression stroke and combustion
(operating) stroke, the controlled opening of the exhaust
valves creates an overpressure in the combustion chamber.
This produces a braking effect on the crankshaft.
W2005669
On MP7 engines with the engine brake, the camshaft has
two extra lobes on each exhaust cam profile. The lift height
of the extra lobes is very low compared to that of normal
exhaust lobes. To enable the extra lobes to open the
exhaust valves, the exhaust rocker arms are arranged in a
manner which reduces valve clearance during the braking
sequence.

Shims
A complete range of individual adjustment shims is available
in thickness increments of 0.05 mm (0.002 in) from 2.0–3.95
mm (0.08–0.156 in). The thickness is stamped on each
shim.

An adjustment shim kit is available containing the most

often used shim sizes. The kit contains a range of 16
different thickness shims from 2.0–2.4 mm (0.08–0.094 in)
and from 3.2–3.95 mm (0.126–0.156 in). The kit includes
a storage drawer and a feeler gauge.
Mack Trucks, Inc. Date Group No. Release Page
Service Bulletin 6.2011 253 53 01 3( 8 )

System Components
Camshaft
On MP7 engines with a compression brake, the camshaft
has an induction lobe (1) and decompression lobe (2) in
addition to the normal exhaust lobe (3) on each cam profile
for the exhaust valves. The induction and decompression
lobe lift height is 0.8 mm (0.032 in) above the basic circle,
which is equivalent to about 1.1 mm (0.043 in) at the valve
bridge. The induction lobe is positioned to open the exhaust
valves at the end of the intake stroke. The decompression
lobe is positioned to open the exhaust valves at the end
of the compression stroke.

The valve clearance must be zero for the induction and

decompression lobes to open the exhaust valves. T2006826

1 Induction Lobe
2 Decompression Lobe
3 Exhaust Lobe

Engine Brake Control Valve

The control valve is mounted on the cylinder head under
the valve cover and is connected to the oil system and
the rocker arm shaft. The purpose of the control valve is
to reduce oil pressure to the rocker arms while the engine
is operating. There is always full system oil pressure to
the control valve inlet (1). A spacer connects the inlet to
the lube oil gallery in the cylinder block. Oil pressure to the
rocker arm shaft can be increased by a solenoid valve (2)
mounted on the control valve, from about 100 kPa (14.5
psi) while the engine is operating to over 200 kPa (29 psi)
during compression braking.

During engine operation, the force of the spring and oil

pressure in the oil chamber hold the control valve plunger in
balance. This action reduces oil pressure.

When the solenoid valve is activated, the oil chamber (6)

is drained and the spring (4) presses the plunger (3) to its
end position. The plunger completely opens the oil outlet
(5) and the oil pressure to the rocker arm shaft is increased.
W2004045

1 Oil Inlet
2 Solenoid Valve
3 Plunger
4 Spring
5 Oil Outlet
6 Oil Chamber
Mack Trucks, Inc. Date Group No. Release Page
Service Bulletin 6.2011 253 53 01 4( 8 )

Engine Brake Exhaust Rocker Arms

The exhaust rocker arms on an engine with a compression
brake are larger than those of a conventional engine.

The rocker arm is equipped with a non-return valve and

a plunger with a pressure-limiting valve. Its purpose is to
regulate oil flow during compression braking.

Spring-tab pressure holds the rocker arm at the rest position

against the valve bridge.

Valve clearance is greater on an engine without

a compression brake, because the induction and
decompression lobes must not open the exhaust valves
while the engine is operating. T2006827

Shims are placed on the exhaust valve bridge to adjust the 1 Spring Tab
valve clearance.
2 Non-Return Valve
Note: Do not use more than two shims to obtain proper
3 Rocker Arm Plunger
valve clearance.
4 Shims

Engine Brake Non-Return Valve

There is a non-return valve consisting of a plunger (1),
spring (2) and ball (3) in the rocker arm. When oil from the
rocker arm shaft is forced into the valve, the spring force
and the oil pressure determine movement of the plunger.

When the oil pressure is low, about 100 kPa (14.5 psi), the
control valve is in its engine operating position. During this
time, the plunger (1) will not move out of its rest position
because the oil pressure cannot overcome the spring force.
The plunger pin prevents the ball (3) from seating and the
oil can flow freely through the valve in both directions.
W2000704
When the control valve is in position for compression
braking, oil pressure to the non-return valve increases. The
spring force in the non-return valve is such that when the
oil pressure exceeds about 200 kPa (29 psi), it overcomes
the spring force and moves the plunger (1) to where it no
longer controls the ball (3). The spring (5) forces the ball
against its seat and the oil contained above the plunger (4)
cannot flow past the ball (3). As a result, high oil pressure is
formed above the plunger (4).

T2006834

1 Plunger
2 Spring
3 Ball
4 Rocker Arm Plunger
5 Spring
Mack Trucks, Inc. Date Group No. Release Page
Service Bulletin 6.2011 253 53 01 5( 8 )

Rocker Arm Plunger

The purpose of the plunger is to eliminate all valve
clearance during compression braking.

Engine Operation
When the engine is operating, there is reduced oil pressure,
approximately 100 kPa (14.5 psi), through the control valve
to the rocker arm shaft. The rocker arm non-return valve (1)
is open. Oil can flow freely through the non-return valve
in both directions. As a result, no oil pressure is built up
between the rocker arm plunger (2) and the rocker arm.

The set valve clearance is great enough to prevent the

camshaft induction and decompression lobes from opening
the exhaust valves.

The valve mechanism operates the same as an engine

without a compression brake; in other words, only the
exhaust lobe opens the exhaust valves.

T2006828

1 Non-Return Valve
2 Rocker Arm Plunger

Compression Braking
During compression braking, the control valve does not
reduce the oil pressure, so an oil pressure of at least 200
kPa (29 psi) is delivered to the rocker arm shaft.

The pressure in the rocker arm non-return valve (1)

becomes so great that the plunger in the non-return valve is
moved out of its rest position. The ball now functions as a
non-return valve. Pressure is built up between the rocker
arm plunger (2) and the rocker arm. The plunger is pressed
out and presses the rocker arm roller against the lobes on
the camshaft. In this way, the valve clearance is eliminated
and the lifting height on the induction and decompression
lobes is sufficient to open the exhaust valves.

The rocker arm plunger is fitted with a pressure limiting

valve (3). When the oil pressure between the rocker
arm plunger and the rocker arm becomes too great, the
pressure limiting valve opens and oil can exit through the
hole in the bottom of the plunger. The opening pressure of
the pressure limiting valve is governed by the force of the
valve spring.
T2006836

1 Non-Return Valve
2 Rocker Arm Plunger
3 Pressure-Limiting Valve
Mack Trucks, Inc. Date Group No. Release Page
Service Bulletin 6.2011 253 53 01 6( 8 )

Control System
The engine brake works together with the variable geometry
turbocharger (VGT) to provide retarding horsepower at
low engine rpm. The VGT sliding nozzle ring controls the
exhaust back pressure for proper operation of the exhaust
gas recirculation (EGR) system and for enhanced braking.
When the VGT nozzle mechanism is fully closed, the
turbocharger performs as an exhaust brake.
The engine brake is associated with accelerator pedal
movement and is activated when the pedal is completely
released based on the selection made with the engine
brake control. The engine brake functions as long as the
engine control system has received signals from engine
sensors indicating that the required preconditions for engine
braking have been met. For example, the engine speed
must be greater than 900 rpm, the vehicle speed must be
greater than 8 km/h (5 mph) and the engine oil temperature
must be above 55° C (130° F).
If the engine brake is active, the engine brake will
automatically be deactivated by depressing either the
accelerator or the clutch, or if the engine speed drops
below 900 rpm. As soon as all of the engine brake
"active" conditions are again true (taking your foot off the
accelerator, for example), the engine brake will again
be activated. To disable the engine brake, return the
dash-mounted control switch to the OFF position. Once the
engine brake activates the PowerLeash Speed + screen
displays in the Co-Pilot®, if equipped.

W4060025

PowerLeash Active Co-Pilot Display Screen

Note: If the vehicle is equipped with a Bendix Active Cruise
Control and Collision Warning system, the Bendix system
assumes all fueling and braking control when in active
cruise control mode.
Mack Trucks, Inc. Date Group No. Release Page
Service Bulletin 6.2011 253 53 01 7( 8 )

Switch without mDRIVE Transmission

Control Switch
To activate the engine brake, move the three-position
engine brake control switch to the 1st or 2nd ON position.
The 1st position activates the engine brake unit for 50%
power. The 2nd position provides 100% power. The engine
brake switch can be in either 1st or 2nd ON position during
speed control operations, but the brake will function only if
no fuel is requested by vehicle management and control
(V-MAC IV) and engine speed (RPM) is greater than 900
C0029330
RPM.

Switches with mDRIVE Transmission

Control Switch
The left most switch is the engine brake ON-OFF or control
switch. Depress the engine brake icon to illuminate the
switch and activate the engine brake functions. The engine
brake will not operate if the control switch is in the OFF
position.

W4059732

Mode Switch
The Mode switch is used to select the type of engine brake
operation needed. The individual switch functions are as
follows:
• Latch Mode: Pressing LATCH activates the LATCH
mode. In this mode the engine brake activates whenever
zero (0) pedal is applied. The LATCH mode will only
function with the cruise control disabled. Typically this
mode is used to activate the brake every time the
throttle pedal is released. The engine brake setting is
automatically set at 100% in LATCH mode.
• Auto Mode: This is the normal and recommended
mDRIVE driving mode for the engine brake. The Auto
mode can be used whether the vehicle is equipped with W4059733
or without cruise control. If the cruise control is engaged,
Mack’s Cruise ’n Brake feature will activate. If the cruise
control is not engaged, the engine brake activation will
depend on the switch’s SET - setting.
Anytime the Mode switch is in the center position, the
engine brake is in Auto mode. Auto mode allows the driver
to control the vehicle’s downhill speed. The vehicle speed is
controlled without the need to manually adjust the braking
effort or apply the service brakes.
Mack Trucks, Inc. Date Group No. Release Page
Service Bulletin 6.2011 253 53 01 8( 8 )

Induction Phase
The induction phase begins at the end of the intake stroke
and continues slightly into the compression stroke.

The piston travels downward toward bottom dead center

and the camshaft induction lobe opens the exhaust valves
long enough to fill the cylinder with the back pressure in
the exhaust manifold.

When the induction lobe closes the exhaust valves, the

cylinder has a back pressure at the start of the compression
stroke. This back pressure helps increase compression
during the compression stroke which in turn, creates a more
effective engine braking as the piston moves upward.

T2006830

Decompression Phase
At the end of the compression stroke, as the piston
approaches top dead center, the camshaft decompression
lobe opens the exhaust valves and releases the pressure
from the cylinder. Shortly before bottom dead center, the
ordinary exhaust lobe opens the exhaust valves. During
the exhaust stroke, backpressure is created in the exhaust
manifold.

T2006831