Mack Trucks' New E7 Diesel Engine

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892497
Mack Trucks' New E7 Diesel Engine

June M. Warner, Edward J. DiGiovanna, StevenC.Berry,
and William C. King
Mack Trucks, Inc.
Truck and Bus Meeting

and Exposition
Charlotte, North Carolina
November 6 9, 1989
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an electronic retrieval system or otherwise, without the prior
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ISSN 0148 7191

Copyright 1989 Society of Automotive Engineers, Inc.
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tions Division. Printed in U.S.A
892497
Mack Trucks' New E7 Diesel Engin

June M. Warner, Edward J. DiGiovanna, Steven C. Berry,
and William C. King
Mack Trucks, Inc.
ABSTRACT with the prospect of increasingly

Mack Trucks' E7 d i r e c t injection s t r i n g e n t Federal emissions regulations
heavy-duty diesel engine is a four p r o m p t e d Mack T r u c k s t o r e v i e w its
cycle, in-line six cylinder design. The f u t u r e engine requirements i n the e a r l y
728 c u i n . (12 1) e n g i n e i s t u r b o c h a r g e d 1980s. The f o l l o w i n g s e t o f g o a l s was
and chassis mounted air-to-air established for the development of
aftercooled. The E7 i s b e i n g i n t r o d u c e d f u t u r e engines a t t h a t time.
i n 1989 w i t h power r a t i n g s of 250 h p t o ( 1 ) Comply w i t h a l l m a n d a t e d s o c i a b i l i t y
400 h p ( 1 8 6 kW t o 298 kW) a t 1700 t o r e q u i r e m e n t s for exhaust emissions
1800 rpm, calibrated to 1990 EPA and n o i s e .
standards. Highlights of the E7 ( 2 ) S a t i s f y t h e m a r k e t demand f o r a s i x
engine's design, development and c y l i n d e r e n g i n e w i t h power r a t i n g s
performance are presented. Information of 400 h p ( 2 9 8 kW) and a b o v e .
is included which illustrates the (3) O p e r a t e r e l i a b l y a t peak cylinder
strategies u t i l i z e d to a t t a i n program f i r i n g p r e s s u r e s 10% t o 15% a b o v e
goals of c o n t r o l l i n g w e i g h t and c o s t t h e E6 e n g i n e l i m i t .
w h i l e e x t e n d i n g power r a t i n g s , reducing (4) Minimize e n g i n e manufactured cost
emissions levels, and improving fuel while maintaining standards for
economy, s e r v i c e a b i l i t y , d u r a b i l i t y a n d product quality.
reliability. (5) R e d u c e operating costs through
improvements in fuel-economy,
serviceability, durability and
reliability.
THE PURPOSE OF THIS PAPER i s t o d e s c r i b e (6) C o n t r o l weight while meeting
t h e d e s i g n and d e v e l o p m e n t of t h e Mack objectives of increased power,
E7 e n g i n e and t o show how p r o g r a m g o a l s cylinder pressure, durability, and
were a t t a i n e d . Those s p e c i f i c areas reliability.
w h e r e t h e d e s i g n was g u i d e d by t h e u s e (7) I n c o r p o r a t e design features that
of a d v a n c e d t h e o r e t i c a l and analytical w i l l improve i n t e r n a t i o n a l
techniques are highlighted. Also marketability.
c o v e r e d a r e t h o s e a s p e c t s of d e s i g n and (8) D e s i g n t h e engine c o n s i s t e n t with
performance felt t o be i n n o v a t i v e or Mack's integrated product and
u n i q u e a n d of i n t e r e s t t o t h e t e c h n i c a l balanced design concepts.
community. (9) I n c o r p o r a t e design features that
will allow for future development,
DESIGN OBJECTIVES such as adoption of electronic
controls.
Changing market conditions coupled
2 892497
The E7 design was guided by the
above objectives. Presented in the
following sections are details of its
f e a t u r e s and performance which
illustrate how the above design goals
were attained.
BASIC ENGINE DESIGN
The E7 is an evolutionary engine.

Its roots are in the E6 engine it is
replacing. In the early 1980s the
capabilities of the E6 were carefully
studied. The study concluded that the
E6 would not be capable of higher power
ratings or cylinder pressures without
sacrificing durability and reliability.
It also concluded that further required
reductions in exhaust emissions levels
and improvements in fuel economy could
not easily be attained with the E6
engine. A new engine design was
required if the goals outlined in the
previous section were to be met. The
decision to evolve the E7 engine from
the E6 was based on two objectives.
First of all, to take advantage of some
design features proven successful by the The E7 engine is pictured in Figures
E6 engine's long history. Secondly, to 1 and 2 and shown in cross section in
utilize common tooling, where possible, Figure 3. This four cycle, in-line, six
to hold down capital costs. cylinder diesel engine features a high
pressure pump-1ine-nozzle direct
injection fuel delivery system. A
mechanically governed Bosch P7100
injection pump is used exclusively. The
E7 was designed primarily for the
heavy-duty Class 8 truck market for both
on and off highway applications. Single
stage turbocharging and chassis mounted
air-to-air aftercooling (available at
Mack since 1979) are standard features.
The E7 design also incorporates metric
threaded fasteners to improve its
international marketability.
A comparison of E7 and E6 engine
features is presented in Table 1. Both
engines have a bore of 4.875 in.
(123.8 mm). The E7 stroke of 6.5 in.
(165.1 mm) is 0.5 in. (12.7 mm) longer
than that of the E6. This increase in
stroke results in an E7 displacement of
728 cu. in. (12 1), 56 cu in. (1 1)
greater than that of the E6. The
increased stroke provides an increase in
compression ratio while maintaining the
fully developed E6 piston combustion
bowl shape and volume.
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4 892497
the E7, as shown in Figure 4, providing

Mack with a s i x cylinder product that
meets the market demand for higher power
ratings. The E7 e n g i n e i s being
i n t r o d u c e d i n p r o d u c t i o n with power
r a t i n g s as high as 400 hp (298 kW).
Both 25% and 58% torque r i s e versions,
c a l i b r a t e d to 1990 EPA standards, are
available as shown in Table 2. The
power-to-displacement r a t i o of the E7
engine rated a t 400 hp (298 kW) i s 5.5%
higher than t h a t of the mature E6 engine
despite i t s l a r g e r displacement as shown
in Figure 5. Higher output versions are
planned in the future which will further
i n c r e a s e the E7 engine's
p o w e r - t o - d i s p l a c e m e n t r a t i o as a l s o
shown in Figure 5.
The E7 was designed to be capable of
operating a t higher power r a t i n g s and a t
higher peak cylinder f i r i n g pressures to
allow for fuel e f f i c i e n c y and power
density optimization. T h i s was
accomplished with only a 10 l b (5 kg)
increase in dry engine weight over the
E6 e n g i n e . Major changes t o the
cylinder block and sleeve arrangement,
The increase in displacement made i t discussed in d e t a i l in a l a t e r section,
possible to extend the power r a t i n g s of a r e key t o t h i s achievement. These
892497 5
that of i t s E6 predecessor. The E7 dry

changes a r e also responsible for the weight-to-horsepower r a t i o at its
reduced coolant capacity of the E7 of i n t r o d u c e d power l e v e l of 400 hp
13 qt (12.3 1 ) , a f u l l 12.5 qt (11.8 1) (298 kW) i s 12% lower than t h a t of the
lower than the E6 coolant capacity of mature E6, as shown in Figure 6. This
25.5 qt (24.1 1 ) . This difference in f i g u r e a l s o shows how t h i s r a t i o i s
coolant capacity allows the E7 to boast reduced as higher output E7 engines are
a wet weight 16 lbs (6 kg) l e s s than developed.
6 892497
Rated speeds of t h e E7 were l i m i t e d
t o 1800 rpm t o a s s u r e c o m p a t i b i l i t y w i t h
Mack's newest T200 s e r i e s of o v e r d r i v e
t r a n s m i s s i o n s as well as g a i n t h e f u e l
e c o n o m y a d v a n t a g e of l o w e r engine
speeds. The T200 t r a n s m i s s i o n s e r i e s
was o r i g i n a l l y designed t o allow Mack t o
t a k e a d v a n t a g e of t h e g a i n i n f u e l
economy o f f e r e d by l o w e r engine
operating speeds. E7 engines w i t h a
r a t e d speed 1950 rpm a r e being developed
f o r u s e i n a p p l i c a t i o n s r e q u i r i n g an
Allison automatic transmission. In
a d d i t i o n , d e s i g n of the a c c e s s o r i e s and
d r i v e s , e n g i n e mounting c o n f i g u r a t i o n
and e x t e r n a l engine features were
carefully c o o r d i n a t e d with vehicle
engineering assuring that Mack's
i n t e g r a t e d product and balanced d e s i g n
c o n c e p t s were m a i n t a i n e d . These
c o n c e p t s p r o m o t e s t a n d a r d i z a t i o n and
assure that accessibility and
s e r v i c e a b i l i t y are maintained. For
example, a l l s i x of t h e f l u i d f i l t e r s s i m p l i f i e d , and now f e a t u r e s a swaged
(coolant conditioner, p r i m a r y and t i p to produce a t i g h t e r cooling
secondary f u e l f i l t e r s , two f u l l flow stream. Lube o i l d e l i v e r y from t h e #2
lubricating oil filters and one a n d #5 cam j o u r n a l s t o t h e r o c k e r
centrifugal lubricating oil by-pass a s s e m b l i e s was s i m p l i f i e d a s w e l l ,
f i l t e r ) a r e l o c a t e d on t h e l e f t s i d e of r e p l a c i n g two d r i l l e d h o l e s and a
the engine. p r e s s e d i n p l a c e tube for each of t h e
two r o c k e r a s s e m b l i e s w i t h a s i n g l e
DESIGN FEATURES drilled h o l e for each. Another
o p e r a t i o n e l i m i n a t e d was t h e machining
CYLINDER B L O C K - T h e c y l i n d e r b l o c k of o i l t r a n s f e r grooves i n the b e a r i n g
i s e a s i l y t h e most r a d i c a l d e p a r t u r e seats of a l l s e v e n main bearing
from i t s E6 c o u n t e r p a r t . The w e t / d r y bulkheads. The o i l i s now c a r r i e d by
cylinder sleeve design uses a simpler grooves in the bearing shells
c o o l a n t passage system t h a n t h e E6 dry themselves.
s l e e v e d e s i g n (see F i g u r e 7 ) . As a The c y l i n d e r b l o c k i s c a s t from
r e s u l t , fewer i n t e r n a l c a s t i n g c o r e s a r e MACK's own h i g h s t r e n g t h t i n a l l o y gray
required. S i m i l a r l y , numerous cup p l u g s iron. This a l l o y promotes uniform
and pipe p l u g s r e q u i r e d t o s e a l c a s t i n g m i c r o s t r u c t u r e and minimal casting
sand c l e a n o u t p o r t s on t h e E6 have been defects throughout the block while
a l l but eliminated (see Figure 8). Also maintaining a high degree of
e l i m i n a t e d were t h e v a l v e l i f t e r port machinability.
c o v e r s , which r e q u i r e d considerable Y e a r s of e x p e r i e n c e w i t h t h e E6
b l o c k machining and 28 capscrews. This c y l i n d e r block provided insight into
o b v i o u s l y e l i m i n a t e d a p o t e n t i a l lube which a r e a s of t h e new E7 block would
o i l leakage path as well. r e q u i r e reinforcement for t h i s higher
S e p a r a t e main and p i s t o n c o o l i n g horsepower and c y l i n d e r pressure
l u b e o i l g a l l e r i e s were combined i n t o a application. F i n i t e element a n a l y s i s
s i n g l e g a l l e r y on t h e E7. Oil pump was a p p l i e d t o give d i r e c t i o n t o t h e s e
c a p a c i t y was i n c r e a s e d 14% t o make up improvements, f o c u s i n g p r i m a r i l y on t h e
f o r g r e a t e r flow r e q u i r e m e n t s r e s u l t i n g i n t e r m e d i a t e main b e a r i n g bulkheads (#2,
from l a r g e r main and c o n n e c t i n g rod #3, # 5 , and # 6 ) , main b e a r i n g caps and
bearings. The p i s t o n c o o l i n g r e l i e f capscrews, and cam bore r e g i o n s . I t was
v a l v e was e l i m i n a t e d , p r o v i d i n g p i s t o n determined that additional material
c o o l i n g t h r o u g h o u t t h e speed r a n g e . The would be r e q u i r e d around t h e cam b o r e s
p i s t o n c o o l i n g j e t d e s i g n was and main b e a r i n g c a p s c r e w b o s s e s .
892497 7
To.increase the casting cross-section, in

t h e capscrew boss r e g i o n a s m a l l e r
c a p s c r e w was a d o p t e d , from (SAE)
11/16 12 for the E6 to M16×2 for the E7
(Ml6×2 i s roughly equivalent to an SAE
5/8 1 1 ) . Also, the smaller capscrew
i n c r e a s e d the clamped
members-to-fastener s t i f f n e s s ratio,
thereby reducing dynamic loads in the
capscrew and, hence, in the threads in
the block. For a s t i l l higher factor, of
s a f e t y , a h o l e i n t h e end of t h e
capscrew b e t t e r d i s t r i b u t e s loads
( s t r e s s e s ) in the tapped threads (see
Figure 9 ) . The main bearing cap design
was studied at length to develop a cap
t h a t provides adequate s t i f f n e s s under
firing, loads so as to minimize r e l a t i v e
motion a t the cap to block i n t e r f a c e .
B u t t r e s s screws a r e employed t o
a x i a l l y s t a b i l i z e i n t e r m e d i a t e main
bearing cap deflection, reducing.
8
892497
cylinder block saddle fillet stress by cooling by direct contact with the
75%. The tie bars used on the E6 to coolant.
effect a similar result were eliminated Temperature measurements were made
(see Figure 10). at the lower end of the cylinder on
The cylinder block was the subject running engines to insure that the
of extensive testing. Stresses in wet/dry design would not compromise
critical areas have been measured in engine durability. Measurements were
static tests by pressurizing each made in modified E6 engines before any
cylinder in turn with hydraulic fluid to E7 prototypes were built. It was found
simulate firing loads. that the vast majority of heat is
Stresses have also been measured in transferred to the water jacket in the
running engine tests. Lower block top four inches (102 mm) of the cylinder
fatigue testing was conducted on an and that cooling the lower portion of
axial fatigue fixture simulating firing the cylinder had minimal effect.
loads at 100% overload peak cylinder Attention to detail in the cylinder
firing pressure. sleeve and block has led to a high
strength, low distortion design. Bore
distortion is of primary concern for oil
control as well as durability of the
piston, rings, and sleeve. The wet/dry
sleeve was developed with the aid of
Finite Element Analysis (FEA) along with
strain gage testing and bore measurement
of prototype parts. Figure 11 shows a
comparison of the initially proposed
wet/dry sleeve and the production
version which has been optimized for
high strength and low distortion.
CYLINDER S L E E V E S - A unique feature

of the E7 is its cylinder sleeve design
known as the wet/dry sleeve. This
design is similar to other mid-stop
cylinder sleeves in many respects.
However, unlike other mid-stop sleeves,
the section below the mid-stop is, in
fact, "dry", and is not cooled by any
special means. Similar to a dry liner,
the wet/dry sleeve allows close cylinder
bore spacing, reducing engine size and
weight. Unlike a dry liner, the wet/dry
sleeve eliminates the need to cast
cooling jackets in the block, greatly
simplifying the casting. In addition
the wet/dry sleeve does not distort as
much under assembly load, and provides
892497
9
Figure 12 shows the distorted shapes of block casting, thus providing a direct
the sleeve designs under assembly load. load path between the heads and the main
Distortion of the initial design appears bearings. This has the effect of
in an "hourglass" shape due to the stiffening the block and reducing its
toroidal moment that inevitably develops distortions.
at the mid-stop. This moment not only Figure 13 shows comparison plots of
distorts the sleeve, but also induces bore distortion with the original block
high stress in the inner radius at the design and the stiffened block. These
sleeve seat. Use of FEA led to a design measurements were made at the mid-stop
with sufficient stiffness to resist the level. Qualitatively, it can be seen
toroidal moment, greatly reducing bore that the stiffer block results in a
distortion. Measurement of bore "rounder" bore. However, the best way
distortion with the new design confirmed
the FEA prediction.
An inherent advantage of the wet/dry
sleeve is that the block ledge can be
made much stiffer than other designs
that have a cooling jacket below the
mid-stop. This is because, with the
wet/dry sleeve, the block is solid below
the mid-stop. However, any distortions
induced in the block ledge under
a s s e m b l y load will also induce
distortions in the sleeve. These
distortions show up as an out-of-round
condition in the area of the mid-stop.
Early E7 prototypes demonstrated some
distortion of the block ledge under
assembly load. This was reduced by
extending the bosses from the cylinder
head screws into the bulkheads in the
10
892497
to compare the d i s t o r t i o n s is to
q u a n t i f y them by c a l c u l a t i n g t h e F o u r i e r
c o e f f i c i e n t s of t h e d i s t o r t e d s h a p e s .
F o u r i e r o r d e r s of d i s t o r t i o n can be
r e l a t e d to the piston ring
conformability. The a b i l i t y of a p i s t o n
r i n g t o conform t o a d i s t o r t e d c y l i n d e r
b o r e i s l a r g e l y a f u n c t i o n of the
F o u r i e r o r d e r s of t h e b o r e ' s d i s t o r t e d
shape. Ring c o n f o r m a b i l i t y t e n d s t o
decrease with increasing order. The
d e g r e e to which the F o u r i e r orders
affect c o n f o r m a b i l i t y depends on t h e
ring design. A more complete d i s c u s s i o n
can be found i n ( 1 ) * . E s s e n t i a l l y , the
o b j e c t i v e i s t o minimize t h e magnitudes
of t h e F o u r i e r o r d e r s . F i g u r e 14 shows
that there is a significant reduction in
most of t h e F o u r i e r o r d e r s w i t h t h e
s t i f f e r block.
stress. This i s due t o t h e assembly
l o a d on t h e combustion s e a l above t h e
groove which tends t o bend t h e wall of
t h e sleeve inward. D i s t o r t i o n and
s t r e s s were s i g n i f i c a n t l y reduced by
moving t h e f i r e r i n g c o i n i n g bead inward
toward t h e c y l i n d e r w a l l . Because t h e
v a s t m a j o r i t y of t h e combustion s e a l
l o a d i s c o n c e n t r a t e d on t h e bead, t h e r e
i s v i r t u a l l y no l o a d a p p l i e d d i r e c t l y
above t h e s e a l g r o o v e . Moving t h e
c o i n i n g bead inward a l s o allows t h e head
g a s k e t to overlap the block-sleeve
j o i n t , f u r n i s h i n g a secondary c o o l a n t
seal. E n g i n e d u r a b i l i t y t e s t i n g has
shown t h a t both t h e c r e v i c e s e a l and t h e
head g a s k e t o v e r l a p w i l l r e l i a b l y s e a l
coolant independently. Used in
p a r a l l e l , t h e two s e a l s c r e a t e a h i g h l y
r e l i a b l e s e a l i n g system.
GYLINDER H E A D S - T w o identical
cylinder heads are used, each
F i g u r e 15 d e t a i l s t h e t o p s e c t i o n of accommodating t h r e e c y l i n d e r s . The
the production wet/dry sleeve. The heads have four v a l v e s per c y l i n d e r and
c r e v i c e s e a l i s made from a b l e n d of a c e n t r a l l y located fuel indicator. To
conventional elastomers and reduce c o s t s , t h e machining on t h e E7
fluoroelastomers c o a t e d w i t h Teflon. c y l i n d e r head was k e p t s u b s t a n t i a l l y t h e
This s e a l i s very r e s i s t a n t t o t h e h a r s h same as t h e E6, a l l o w i n g t h e E7 heads t o
chemical, and thermal environment a t t h e be m a c h i n e d on t h e same line.
t o p of t h e water j a c k e t . To keep t h e Additional c o s t s a v i n g s have been
s e a l as cool a s p o s s i b l e , i t i s l o c a t e d r e a l i z e d by s i m p l i f y i n g the head
e n t i r e l y below t h e s l e e v e t o p p r e s s f i t casting. For example, t h e E6 c y l i n d e r
area, close to the coolant. head has f o u r t e e n c o o l a n t passages from
The p r e s e n c e , of a c r e v i c e seal t h e block t o t h e head, while t h e E7 only
groove i n t h e s l e e v e u s u a l l y t e n d s t o has s i x .
a g g r a v a t e bore d i s t o r t i o n and s l e e v e The h e a d g a s k e t s a r e made of a
compressed n o n - a s b e s t o s f a c i n g m a t e r i a l
*
N u m b e r s in p a r e n t h e s e s designate mechanically clinched to a perforated
r e f e r e n c e s a t end of p a p e r . s t e e l c o r e . Engine d u r a b i l i t y t e s t i n g
892497
11
has proven this gasket to be reliable (12.7 mm) longer stroke the larger
and strong, with excellent sealing journals provide a 25% increase in
ability. Combustion sealing is journal overlap (Figure 17). This
accomplished with a steel fire ring results in increased overall crankshaft
which, during assembly, is coined into a stiffness. Stress analyses demonstrate
groove in the cylinder head by a raised safety factors equal to those of the E6
bead in the top end of the cylinder crankshaft in spite of the higher E7
sleeve. This is the "Maxidyne" loads.
combustion seal which has been well MAIN AND CONNECTING ROD BEARINGS-
proven on other Mack engines during more The E7 engine uses the same proven shell
than 20 years of production experience. bearing technology that is used on the
CRANKSHAFT-The E7 crankshaft is E6 and E9 engines. The rod bearings are
forged from strand cast steel, a steel backed copper alloy design with
featuring eight integral fully machined a tin-lead overlay separated by a nickel
counterweights. In anticipation of the barrier to inhibit tin migration. An
higher cylinder firing pressures of the unequal wall concept is employed, with
E7 engine, a program was initiated in the upper (loaded) shell having
the earliest stages of its development .0015 in. (0.038 mm) less radial
to increase crankshaft journal fillet clearance than the lower (hence, the
strength. The graph in Figure 16 shows upper is .0015 in. (0.038 mm) thicker).
the progression of fillet strength This produces lower peak oil film
(determined by resonant dwell fatigue pressures in the loaded shell, extending
testing) and forging cost during this the fatigue life of the bearing. The
program. Note that while fillet unequal wall concept maintains the same
strength was increased by 12%, forging diametral clearance as conventional
costs were reduced by almost 10%. designs to provide adequate oil flow for
E7 main and crankpin journal proper cooling.
diameters are .50 and .25 in. (12.7 and The main bearings feature the same
6.4 mm) larger respectively than those tri-metal system, but because the load
of the E6. This was done to reduce is shared between two mains, one on each
bearing loads under the higher firing side of the firing cylinder, they do not
pressures. Though center to center require the unequal wall configuration
distance was increased by .25 in. for extending bearing life.
(6.4 mm) to achieve the .50 in.
12
892497
at both ends. Both the big and small

ends were increased in diameter. The
big end to small end center distance was
reduced by .25 in. (6.4 mm) from the E6
so as to maintain the same block height
in spite of the .50 in. (12.7 mm)
increase in stroke. Connecting rod
qualification tests included critical
stress measurement in a running engine
and fatigue tests conducted at 50%
overload based on tensile inertia forces
and c o m p r e s s i v e firing loads.
P I S T O N - A s introduced, the E7
piston has passed Mack's rigorous
qualification tests. This piston, shown
in Figure 18, is a "high ring" design
for reduced parasitic, volume, improved
fuel economy and enhanced exhaust
emission control. The Ni-resist cast
iron ring groove insert for reduced
first and second ring groove wear has
been carried over from the E6. A more
stringent specification is in place for
the aluminum to insert bond integrity
(measured ultrasonically). A steel
third ring groove protector has been
added as well. To reduce unit pressures
CONNECTING R O D - T h e E7 connecting
rod material was carried over from the
E6 design. It is forged from carbon
molybdenum steel, quenched and tempered
for superior impact strength and
toughness. To accommodate the higher
firing pressures of the E7 engine, the
shank's cross section was increased and
material added for additional stiffness
892497
13
at the top of the pin bore, this attached by screws. The E7 camshaft has
diameter was increased .25 in, (6.4 mm) no flange but instead a dual diameter
over the E6 to 2.25 in. (57.2 mm). stub nose onto which the two timing
The E7 piston is capable of 1000 gears are shrink assembled. The E7
hours of thermal cycle testing without engine also features a captured camshaft
signs of distress. This test subjects thrust washer design. The timing gears
the piston to both cylinder pressure and were designed with access holes to allow
thermal stress overload by cycling for installation of the captured thrust
between 10 minutes at 1700 rpm, 120% washer retaining screws.
rated peak cylinder firing pressure and FRONT TIMING GEAR COVER AND FRONT
2 m i n u t e s at low idle with an ENGINE SUPPORT-The aluminum die cast
accelerated cool down rate. The front gear cover offers several
accelerated cool down is accomplished by improvements over the stamped steel E6
turning the water pump at a speed version. The E7 cover is 60% lighter
equivalent to 2000 engine rpm throughout and costs 65% less. All through holes
the test, and utilizing two valve are cast in place. The elimination of
controlled cooling systems that provide camshaft and auxiliary shaft thrust
a 100°F (56°C) difference in coolant buttons allows for a power steering pump
discharge temperature during the loaded to be driven off the front of the
and unloaded cycles. auxiliary shaft (see Figure 19). This
PISTON R I N G S - T h e ring pack permits installation of a power steering
selected for the E7 engine is the same pump even when tandem air compressors
proven package that has demonstrated are employed, an option unavailable with
excellent durability and oil control in the E6 power steering pump mounting
the E6. The three compression rings are location.
a hardened ductile iron. The top two
rings are barrel faced and chrome plated
on the face and bottom for extended
wear. Circumferential grooves act as
oil carriers for scuff resistance. The
third ring is a tapered face design to
promote oil scraping. It is chrome
plated on the f a c e . All three
compression rings are of keystone design
to encourage carbon scraping from the
ring groove, thereby keeping the rings
free. The oil control ring is gray iron
with chrome rails.
CAMSHAFT AND TIMING G E A R S - E 7
camshafts are forged from carbon steel
and are machined and ground on a new
transfer line featuring rough mill
turning and CNC grinding equipment. The
camshaft is carburized and all lobes and
journals are induction hardened prior to
final grind. The journal and cam lobe
base circle diameters were increased by
.25 in. (6.4 mm) over those of the E6
camshaft. Reductions in cam and valve
lifter surface compressive stresses and The front timing gear cover is mated
bearing unit loads were the goal here, to the engine utilizing precision
for ultimate improvements in durability doweling. The dowel pins, one round and
and reliability. one diamond shaped, precisely locate the
The E7 camshaft drive arrangement cover relative to the block. Precision
was made considerably simpler than that doweling permits the use of an integral
of the E6 engine. The E6 engine crankshaft oil seal bore instead of
features an integral flange on the front using a separate steel carrier which had
of the camshaft to which the camshaft to be manually centered over the shaft.
and injection pump driving gears are Accurate front cover mounting also
14 892497
permits the use of a timing adjustment
cover mounted mechanical tach drive,
which is driven off of the injection
pump drive gear.
A new cast ductile iron front engine
support was designed for use with this
cover.
FLYWHEEL HOUSING-To reduce weight,
the flywheel housing is made of a cast
aluminum alloy. Its durability has been
confirmed by fatigue testing and
subsequent chassis testing. The seal
bore is an integral part of the flywheel
housing, and like the front cover, the
flywheel housing is precision doweled,
eliminating the need for special seal
centering tools.
AUXILIARY DRIVE S H A F T - T h e E7
auxiliary drive arrangement is another
area that was made considerably simpler
than that of the E6. The E6 design
utilized ten separate parts to drive
three accessories: the oil pump, air
compressor and power steering pump. The
E7 arrangement requires only five
parts. A shaped internal spline is
incorporated in the front of the shaft
providing a front drive location for the
power steering pump.
E7 PERFORMANCE FEATURES
EMISSIONS C H A R A C T E R I S T I C S - T h e
longer stroke of the E7 results in an
increase in compression ratio from
15.0:1 to 16.5:1 while maintaining the
fully developed E6 combustion bowl which
is necessary to insure good fuel to air
mixing for smoke and particulate
control. The higher compression ratio
was responsible for the improvement in
the BSNO vs BSFC relationship.
FUELx EFFICIENCY CHARACTERISTICS-
When configured in conformance with the
1990 EPA Standards, the E7 350 engine,
whose performance characteristics are
shown in Figure 20, has superior fuel
economy when compared to the E6 350
engine (Figure 21). In nominal terms,
this advantage ranges from 2% at rated
speed to as much as 6% at 1250 rpm. The
ability of the E7 engine to achieve this
at the 1990 EPA levels was due to
increased compression ratio and to the
8% increase in displacement which
effectively increased air/fuel ratio at
a given power rating using similar
turbochargers. These factors were
responsible for improved combustion
892497 15
efficiency which lowered smoke and

reduced fuel consumption at a constant
BSNO x . The E7 BSFC improvements
at speeds below rated nicely compliment
the current truck design philosophy to
gear for high vehicle speed while
running at a low engine speed for
optimum fuel economy.
D R I V E A B I L I T Y - T h e E7 also has
increased low speed torque leading to
better driveability than the E6 at
equivalent smoke levels (as mandated by
EPA standards). This is due to the
above noted improvement in combustion
efficiency brought about by increased
compression ratio and improved fuel to
air mixing. At a clutch engagement
speed of 800 rpm, the E7 has an increase
in torque of 16% compared to the E6 as
displayed in Figure 22).
increased Dynatard retarding power at

lower engine speeds on the E7 for a
truly balanced design. For the E6 and
E7 300 BHP Maxidyne (high torque rise)
e n g i n e s s h o w n , there is a 2 4 %
improvement in retarding power for the
E7 engine at 2100 rpm. This improved
performance provides safer operation on
down grades and reduced vehicle brake
maintenance.
COLD START CHARACTERISTICS-The E7
will also outperform the E6 models in
cold weather operation. For equivalent
vehicle electrical systems and battery
charge levels, the E7 will start
unassisted (without ether or block
heaters) at a temperature level 10°
DYNATARD P E R F O R M A N C E - F o r many lower than that of the E6. In the
years, Mack has been using the Dynatard Environmental Engine Test Chamber, the
compression engine brake system. This E7 consistently starts within 10 seconds
system uses a ramp on a sub base circle at 10°F without starting aids using
of the exhaust cam to open the valve batteries with as little as a 60% charge
near TDC on the compression stroke (with level.
the fuel off) releasing compressed air COMPLIANCE WITH FUTURE EPA EMISSIONS
thereby eliminating expansion stroke STANDARDS-The E7 engine is capable of
work. meeting the 1991 EPA standards without
In addition to increased horsepower e x h a u s t after t r e a t m e n t . This
c a p a b i l i t y and the better fuel capability results from the increase in
efficiency referred to above, the E7 has stroke which permitted an increase in
yet another advantage over the E6, compression ratio while maintaining
increased Dynatard engine brake output combustion chamber volume coupled with
as shown in Figure 3. With Mack's improved lubricating oil control
integrated power train, it was possible provided by the new low distortion
to combine the fuel efficiency wet/dry mid-stop cylinder and block
advantages of lower engine speeds with arrangement.
16
892497
SUMMARY 10 l b (4 kg) over t h e E6 e n g i n e . The

major weight b e n e f i t r e s u l t e d from t h e
The p r o d u c t i o n i n t r o d u c t i o n of t h e s i m p l i f i c a t i o n and r e d e s i g n of t h e
E7 e n g i n e i n J u l y 1989 f o l l o w e d an c y l i n d e r block which was made p o s s i b l e
e x t e n s i v e p r o g r a m of l a b o r a t o r y and by a d o p t i o n of t h e w e t / d r y raid-stop
field qualification testing. This c y l i n d e r s l e e v e and block arrangement.
t e s t i n g demonstrated a t t a i n m e n t of t h e T h i s new c y l i n d e r s l e e v e and b l o c k
design goals established at the a r r a n g e m e n t a l s o reduced the cooling
p r o g r a m ' s i n c e p t i o n as summarized below. c a p a c i t y of t h e E7 r e s u l t i n g i n an E7
Reduced e x h a u s t e m i s s i o n s levels wet weight 16 l b (6 kg) l e s s t h a n t h a t
r e s u l t from t h e i n c r e a s e d s t r o k e which of the E6.
p e r m i t t e d an i n c r e a s e i n compression O p e r a t i n g c o s t s w i l l be r e d u c e d
r a t i o while maintaining combustion t h r o u g h improvements i n fuel-economy,
chamber v o l u m e . Further reductions serviceability, durability and
r e s u l t from t h e improved l u b r i c a t i o n o i l reliability. Serviceability was
control p r o v i d e d by t h e new l o w improved through t h e s i m p l i f i c a t i o n of
d i s t o r t i o n wet/dry mid-stop cylinder d e s i g n and assembly t e c h n i q u e s i n c l u d i n g
s l e e v e and block arrangement. such changes as t h e p r e c i s i o n doweling
I m p r o v e d f u e l economy i s made of t h e f r o n t cover and flywheel h o u s i n g .
p o s s i b l e by improvements i n combustion M e t r i c t h r e a d e d f a s t e n e r s were
e f f i c i e n c y which r e s u l t from t h e h i g h e r adopted to improve international
c o m p r e s s i o n r a t i o and d i s p l a c e m e n t of marketability.
t h e E7. F u r t h e r improvements i n f u e l I n c o n c l u s i o n , t h e E7 engine has
economy r e s u l t from t h e e n g i n e ' s lower proven i t s a b i l i t y t o meet i t s c u r r e n t
e n g i n e o p e r a t i n g s p e e d s ( 1 9 5 0 rpm program g o a l s . Improvements i n t h e E7
maximum) and i t s h i g h e r peak c y l i n d e r c o n t i n u e with the development of
f i r i n g pressure c a p a b i l i t i e s . e l e c t r o n i c i n j e c t i o n t i m i n g c o n t r o l and
Power r a t i n g s of 400 hp (298 kW) governing f u n c t i o n s t o a s s i s t i n meeting
were made p o s s i b l e by t h e E 7 ' s l a r g e r future market requirements while
displacement. complying with future mandated
D u r a b i l i t y and r e l i a b i l i t y of t h e E7 s o c i a b i l i t y requirements.
a t h i g h e r o u t p u t l e v e l s and c y l i n d e r
p r e s s u r e s were p r e s e r v e d by i n c r e a s i n g REFERENCE
the strength of t h e crankshaft,
camshaft, power c y l i n d e r components and (1) Klaus Loenne
c y l i n d e r block main b e a r i n g b u l k h e a d s , Ron Ziemba
caps and cam bore a r e a s . F i n i t e element T h e GOETZ C y l i n d e r Distortion
a n a l y s i s , f a t i g u e t e s t i n g and c r i t i c a l Measurement System and the
s t r e s s measurement were used t o o p t i m i z e P o s s i b i l i t i e s of Reducing Cylinder
designs for increased s t i f f n e s s and Distortions
strength. D u r a b i l i t y and r e l i a b i l i t y SAE P u b l i c a t i o n s 880142 (1988)
w e r e v e r i f i e d by 5 0 , 0 0 0 h o u r s of
l a b o r a t o r y t e s t i n g and 4,000,000 mile
( 6 , 4 3 7 , 400 km) f i e l d e n g i n e testing
respectively.
Engine manufactured cost was
minimized through s i m p l i f i c a t i o n of
d e s i g n s and through c a r e f u l c o o r d i n a t i o n
of e f f o r t between Design E n g i n e e r i n g and
Manufacturing E n g i n e e r i n g . The d e s i g n
and p r o c e s s i n g were c o o r d i n a t e d so t h a t
maximum c o s t b e n e f i t s could be r e a l i z e d
from t h e procurement of new automated
t r a n s f e r m a c h i n i n g equipment f o r t h e
c y l i n d e r block, crankshaft, camshaft,
c o n n e c t i n g r o d , valve l i f t e r and t i m i n g
gears.
D e s p i t e t h e l a r g e r d i s p l a c e m e n t of
t h e E7, i t s dry weight i n c r e a s e d only

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400 COMMONWEALTH DRIVE, WARRENDALE, PA 15096 0001 U.SA.