Finally complete. M156 Lock Plates.
Senior Member
Joined: Jul 2017
Posts: 486
Likes: 125
2012 C63, GL63, 1989 300CE
I don't think it's that though. This is a closed loop system where the computer is always self regulating based off camshaft angle position read out. So, yes, even at home position the solenoid's are always functioning and trying to keep the phasers at home position. It's not a system like Toyota's original VVT which was a "dumb" system which is power on for camshaft retard and power off for camshaft advance.
If Solenoids can keep timing at 20 degrees and hold steady it can keep it at home and stay “steady”. Even more so with the help of the pins.
Again home does not equal ZERO degrees.
A tuners perspective is the only way to see it which is in actual degrees in relation to the crank. It’s not even necessarily a tuners perspective. It’s the way the engine is timed with cards etc.
Not just a random zero plotted somewhere because it’s “home”.
Last edited by go team; Sep 13, 2022 at 07:40 PM.
Member
Joined: Nov 2011
Posts: 133
Likes: 10
From: Portland, OR
C63
Bringing this back to life. It’s been a little after a year. How are they holding up? I’m about to change mine but debating between these (seeing VRP offering them too) or 63motorsport Stage II. My mods are just headers and air boxes + billet pulleys. Did you take them off to inspect them after 10K miles? I’m curious if the pin design where it’s locked in place is better and producing better results long term?
Thread Starter
Senior Member
Joined: Jul 2020
Posts: 363
Likes: 251
From: OBX NC
11’ C63 AMG; D2 Audi A8; 15’ Golf TDi; 97’ F350PSD; B6 Audi S4; D1 Audi V8; A2 VW GTi
Bringing this back to life. It’s been a little after a year. How are they holding up? I’m about to change mine but debating between these (seeing VRP offering them too) or 63motorsport Stage II. My mods are just headers and air boxes + billet pulleys. Did you take them off to inspect them after 10K miles? I’m curious if the pin design where it’s locked in place is better and producing better results long term?
The forum software is being super glitchy for me.
The plates have been in my car for 35000 miles. When I initially said 10k, I had anticipated replacing my cams by then, but the wear has not progressed any further since I started monitoring it.
I have a few tired lifters that leak down after sitting for a few weeks and when I replace them I will do a tear down on the adjusters and report back.
I have sets of these all over the world now, and am receiving excellent comparative feedback from installers who have seen all of the offerings on the market.
In about a month I’ll be dropping a new product which will be a bit less expensive than the high end ones I make now. Those will still be produced for folks who want a “forever solution.” The new ones coming out will still last several times as long as the OEM ones though.
More to follow on that.
Thread Starter
Senior Member
Joined: Jul 2020
Posts: 363
Likes: 251
From: OBX NC
11’ C63 AMG; D2 Audi A8; 15’ Golf TDi; 97’ F350PSD; B6 Audi S4; D1 Audi V8; A2 VW GTi
Easily. I’ve got a few sets in 4L PTG twin screw cars.
The reason I don’t give a “horsepower rating” is because no matter how much power the engine makes, we’re only turning a camshaft here. The power transmitted through the phaser assemblies is constant regardless of how much power the engine makes.
In other words, (let’s use some arbitrary numbers here) let pretend that it takes 50hp to turn the valvetrain through the phasers. Even if the engine makes 1500HP it’s still only going to take 50hp to turn the valvetrain.
The only time that number increases would be if you had some super heavy valve springs and some super aggressive camshafts. Even then, the torque requirement increase is negligible.
Super Member
Joined: Jul 2012
Posts: 871
Likes: 176
2013 c63 Magnuson SCed
Easily. I’ve got a few sets in 4L PTG twin screw cars.
The reason I don’t give a “horsepower rating” is because no matter how much power the engine makes, we’re only turning a camshaft here. The power transmitted through the phaser assemblies is constant regardless of how much power the engine makes.
In other words, (let’s use some arbitrary numbers here) let pretend that it takes 50hp to turn the valvetrain through the phasers. Even if the engine makes 1500HP it’s still only going to take 50hp to turn the valvetrain.
The only time that number increases would be if you had some super heavy valve springs and some super aggressive camshafts. Even then, the torque requirement increase is negligible.
The reason I don’t give a “horsepower rating” is because no matter how much power the engine makes, we’re only turning a camshaft here. The power transmitted through the phaser assemblies is constant regardless of how much power the engine makes.
In other words, (let’s use some arbitrary numbers here) let pretend that it takes 50hp to turn the valvetrain through the phasers. Even if the engine makes 1500HP it’s still only going to take 50hp to turn the valvetrain.
The only time that number increases would be if you had some super heavy valve springs and some super aggressive camshafts. Even then, the torque requirement increase is negligible.
Thread Starter
Senior Member
Joined: Jul 2020
Posts: 363
Likes: 251
From: OBX NC
11’ C63 AMG; D2 Audi A8; 15’ Golf TDi; 97’ F350PSD; B6 Audi S4; D1 Audi V8; A2 VW GTi
I’ve been careful not to pontificate on my competitors offerings as a professional courtesy.
FWIW, ideally in a properly functioning system there is a thin film of oil between the plates and the moving parts inside, which is why I do not offer a coating.
Most of the fretting wear comes from cold starts when the adjuster has leaked all of the oil out and slaps back and forth after the lock plates are worn out.
