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I need to replace these on one of the heads, noisy startup. There is a sequence of five part numbers for both the intake and exhaust sides, for example:
Some of these are back-ordered, for 51-00 I can get a Vaico-branded part but it wouldn't be the latest. And I see a bunch on eBay/Amazon which are deceptively low-priced but even have MB part boxes and stickers, probably fakes from China.
For those with experience on this replacement, is there any important difference between the MB part numbers? EPC says "logistical replacement" so is it not mechanically-relevant?
Last edited by mekantor; Nov 17, 2025 at 12:58 PM.
Stick with genuine Mercedes parts. The different part numbers are revisions. The latest revision fixes the known failure issue.
Avoid the cheap aftermarket or Vaico parts. They often fail prematurely. The "logistical replacement" means the part was superseded by an improved version. You want the newest revision you can get, even if you have to wait for the backorder. Using an old or aftermarket sprocket risks having to do the expensive job again.
I need to replace these on one of the heads, noisy startup. There is a sequence of five part numbers for both the intake and exhaust sides, for example:
Some of these are back-ordered, for 51-00 I can get a Vaico-branded part but it wouldn't be the latest. And I see a bunch on eBay/Amazon which are deceptively low-priced but even have MB part boxes and stickers, probably fakes from China.
For those with experience on this replacement, is there any important difference between the MB part numbers? EPC says "logistical replacement" so is it not mechanically-relevant?
What is your current mileage?
You can purchase new genuine VVT phasers or simply upgrade the failed components of VVT gears for a fraction of the cost of replacement.
MB does not retail internal components so 3rd parties have developed refurb kit with lock pin + backing plate as an option.
Canadian and Eastern Europe suppliers have floated around.
I ended up getting the second-newest part number, there was one available at a local dealer and I snagged it with a wholesale account. The failed one I ended up replacing was at the right inlet.
Difficult job to do the first time, I think if I were to do it again I'd be faster. Counter-holding that specific cam with the socket I had was not possible without removing the large plastic shield between the motor and firewall, that thing was very difficult to move in/out in the GL. If you do this, get the shortest T60 you can find.
Tools broke, brand-new aluminum bolt for the front cover broke, it was a true battle. I also neglected to order the four gaskets which sit in the injector slots, hopefully they don't leak too much.
But in the end I had great success, the engine is very smooth now and starts without rattles. I'm not sure if camshaft adaptations in the ME will get revised over time, or if I need to reset them in Xentry somewhere.
I might do the driver-side intake VVT at some point, it is quiet but doesn't seem to adjust the cam to spec when I do Xentry tests. MB replaced that head by warranty, but they re-used original cams and sprockets. At least that one is much simpler without having to deal with the high-pressure pump and the oil separator.
Nice to know there are replacements for internals, but sometimes those are tricky to swap given how this thing is assembled. Ages ago I had to do a similar service on a Nissan VVT.
Stick with genuine Mercedes parts. The different part numbers are revisions. The latest revision fixes the known failure issue.
Avoid the cheap aftermarket or Vaico parts. They often fail prematurely. The "logistical replacement" means the part was superseded by an improved version. You want the newest revision you can get, even if you have to wait for the backorder. Using an old or aftermarket sprocket risks having to do the expensive job again.
Good advice. I always use the latest genuine Mercedes part number. The revisions are there for a reason. Waiting for the backorder is cheaper than doing the job twice when a cheap part fails.
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