2015-17 Mustang GT 5.0 Phaser Delete / Camshaft Adjuster lockouts

MMR 2015-2017 5.0 Coyote Mustang / F150 Phaser Deletes/Camshaft Adjusters These Bolt on TiVCT Phaser deletes save 274 grams on each exhaust cam and 330 grams on each intake cam, thats 1208 grams or 2.6 lbs of rotational weight plus allowing full adjustability of the camshafts. These help prevent secondary chain breakage by minimizing inertia and improving performance with quicker throttle response and increased HP. Can be installed with engine in vehicle. Also allows for use of aftermarket ecu such as FAST, Holley or Big Stuff systems. Kit includes 4 deletes and hardware. Replaces entire inner phaser rotor, the MMR kit actually DELETES the heavy phaser components. As used by team MMR Worlds Fastest and only 6 second Coyote!

Order now: http://www.modularmotorsportsracing...page=product_info&cPath=28_29&products_id=858

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so im assuming this is a pretty big install. and for people trying to etch out like 1hp?

im assuming this is more of a safety for people wanting to run 8's? not something the average person wants to install for performance reasons. am i wrong??

There are many reasons for locking out the cams, like most things if you are unsure you most likely do not need them. They are generally required to stabilize valvetrain events on applications using aftermarket valve springs and camshafts. This is because the higher valve spring pressure requires more force to turn the camshafts, since the camshafts are actuated (advanced and retarded) using oil pressure the higher pressure springs can actually move the phasers from the positions that the ecu is trying to keep them in. This is because the oil pressure within the phaser is lower or equal to the valve spring pressure being exerted on the camshafts.

Mod Mustang Racing said:

There are many reasons for locking out the cams, like most things if you are unsure you most likely do not need them. They are generally required to stabilize valvetrain events on applications using aftermarket valve springs and camshafts. This is because the higher valve spring pressure requires more force to turn the camshafts, since the camshafts are actuated (advanced and retarded) using oil pressure the higher pressure springs can actually move the phasers from the positions that the ecu is trying to keep them in. This is because the oil pressure within the phaser is lower or equal to the valve spring pressure being exerted on the camshafts.

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Wow thank you for taking the time and teaching me. Not many vendors would take the time and respond :cheers::cheers:

Our pleasure!

ttt

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If I'm reading this right, these will totally eliminate the variable cam timing system, effectively 'locking' the cams in place.

If this is true then this is a racing part only as you'd sacrifice all low/mid torque since the goal is to maximize high rpm horsepower and reliability.

In other words, serious racing part only.

You could use this with some aftermarket cams to make the coyote actually lope correct?

dentalguy said:

You could use this with some aftermarket cams to make the coyote actually lope correct?

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Normally the lobe separation angle is far to large like 130* or so so no lope without VVT changes.

EricSMG said:

If I'm reading this right, these will totally eliminate the variable cam timing system, effectively 'locking' the cams in place.

If this is true then this is a racing part only as you'd sacrifice all low/mid torque since the goal is to maximize high rpm horsepower and reliability.

In other words, serious racing part only.

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Great question, serious racing part only ? definitely not, A boosted engine would be a perfect example, as boost increases the intake valve is being forced open, every 1 lb of boost pressure means you effectively need 1 more lb of spring pressure. The problem with increasing spring pressure is that it eventually overcomes the pressure of the oil within the phaser, this means the VCT is now uncontrolled, a slave to whatever force is greater (oil pressure or valve spring pressure), long story short most applications with cams and springs would benefit from these and in many cases is required for correct engine operation.

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