Quote:
Originally Posted by RZNT4R
I'm slightly annoyed that more and more makers are using this style of VVT solenoid. I don't like them.
Sure, they simplify the head casting a lot, but I don't like how they rely on pushing a spinning valve with a stationary pin. Not as dumb as nissan eVTC "Hey let's retard the exhaust cam by dragging it against the timing cover with a clutch", but pretty dumb. But hey, maybe I'm just insane, they're pretty reliable on most makes, wear hasn't shown itself to be a problem and they're easy to service, so I can just shove my lunatic ramblings up my ash I guess...
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We have far less issues on the m156 linear style actuator than the magnets used on series engines.
Numbers in circulation are obviously skewed 1000% or more, but I’ve never had an issue with the AMG system. We were replacing magnets on m272 and m273’s daily a while back.
Microabrasions on the sealing surface of the actuation piston blah blah blah. At least they’re cheap, and labor on all 4 in the worst case scenario is only like 4 hours.
Opened the bulletin, “Scoring formation at the piston by dirt entry leads to stiffness/seizing of the solenoid plunger. The piston in the new camshaft adjustment solenoid has a nitrided surface to prevent seizing.“
These Subaru ones look downright easy to replace.
