The usual exhaust brake tradeoff is restriction when you do not want it and weak braking when the transmission is slipping. On the 7.3L Power Stroke, our brake addresses both sides of that problem. The housing is cast smooth and the butterfly sits lower than a typical exhaust brake, so exhaust flow stays freer when the brake is off. When it closes, it creates the backpressure needed to slow the truck, much like downshifting into compression braking. To get the full effect, the SmartLock® transmission controller locks the torque converter and raises line pressure so engine braking makes it to the rear wheels instead of getting lost in converter slip. That is what makes the system work as a real downhill speed-control tool instead of just a valve in the exhaust.
At this stage of the installation, the new intercooler is already in place, the turbo has been reinstalled, and everything is bolted together without any unexpected fitment problems. The exhaust brake has also already been mounted because it attaches directly to the turbo. With the major hardware back on the engine, the remaining work shifts to explaining how the brake functions and completing the supporting electrical and vacuum connections.
The system uses exhaust pressure as a supplemental braking force, a concept that has been used for a long time in diesel applications. Banks' version adds a design improvement in the brake housing and butterfly arrangement. The housing is cast with a smooth bend, and the butterfly sits lower than it does in a typical exhaust brake. According to the explanation in the video, that layout improves exhaust flow by 30 percent when the brake is off, reducing restriction during normal driving.
When the brake is activated, the butterfly closes and creates the backpressure needed to slow the vehicle. The effect is described as being very similar to compression braking when the driver downshifts a gear. In other words, the brake uses controlled exhaust restriction to help the engine absorb vehicle energy and provide additional deceleration.
The exhaust brake itself provides the braking force, but the video emphasizes that full braking benefit depends on pairing it with the SmartLock transmission controller. Its job is to lock the torque converter and raise transmission line pressure. That creates a direct mechanical connection between the engine and the rear wheels instead of allowing converter slip.
That direct connection is critical for exhaust-brake effectiveness. If the torque converter is slipping, some of the braking effort is lost before it reaches the drivetrain. By locking the converter and increasing line pressure, the SmartLock controller ensures that the braking force generated by engine backpressure is transmitted more effectively to the wheels.
The SmartLock installation is presented as straightforward. The wiring harness uses roughly five connections on each end, and the narrator characterizes the hookup as simple once the harness is routed into place. Rather than requiring extensive transmission modification, the controller integrates through the supplied harness and is mounted inside the cab, where it can be connected and routed through the firewall to the necessary underhood and vehicle circuits.
With the explanation complete, the work returns underneath the truck to finish the exhaust-brake support hardware. The next step is mounting the vacuum pump used by the exhaust brake system. Installation consists of marking and drilling the mounting holes according to the supplied instructions, then bolting the pump in place and making the required connections.
This pump is part of the actuation system for the brake, so proper mounting and hose or wiring hookup are necessary before the brake can operate as intended. The video presents this as a basic mechanical installation step rather than a complicated fabrication task.
After the vacuum pump is mounted, the activation switch for the exhaust brake is installed in the cab. Banks' engineers selected a location on the dash next to the steering column. The installation method uses a template included with the instructions. The template is cut out, positioned on the dash, and used to locate the hole that must be drilled for the switch.
This placement keeps the control accessible to the driver without requiring a custom bracket or an improvised mounting location. The process is shown as a clean, planned installation rather than an afterthought added wherever space happens to be available.
Once the switch is mounted, the remaining control wiring is tied into the truck's existing systems. Inside the cab, the switch is connected to the idle validation switch at the pedal and then to the supplied relays. From there, the installation continues under the hood, where the system is connected to the brake switch on the master cylinder, the actuator control valve, and finally the vacuum pump mounted on the frame.
These connections allow the exhaust brake to respond correctly to driver inputs and vehicle operating conditions. The sequence described in the video shows that the system is not just a simple on-off butterfly valve; it relies on coordinated electrical and vacuum control components to function properly.
While working inside the cab, the SmartLock transmission controller is mounted beneath the steering column. It attaches directly to the junction box in that area using adhesive tape supplied in the kit. After the controller is fixed in place, the harness is plugged in, routed through the firewall, and connected to the rest of the system.
The overall impression is that both the exhaust brake and the SmartLock controller are designed as integrated add-on components with predetermined mounting points and connection paths. By this point in the installation, the turbo-mounted brake hardware is already in place, the vacuum pump and switch are mounted, and the transmission controller is installed and wired, completing the key pieces needed for the exhaust-braking system to operate with proper torque-converter lockup.