Performance Parts M117/M116/M110 - Mercedes-Benz Forum

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post #1 of 20 (permalink) Old 02-04-2012, 07:52 PM Thread Starter
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Performance Parts M117/M116/M110

These components will significantly enhance the performance for the following engine platforms. M117 which includes the 560,500,450 engines, M116 which includes the 420,380,350 engines, and the M110 280 dual overhead cam engine.

By replacing the very heavy OEM spring retainer with my Titanium spring retainer along with this evolutionary Beehive design valve spring your engine will run like it's on racing fuel. Quicker throttle response, more torque and horsepower, improved fuel mileage are just some of the benefits these components provide.

When you replace the original spring and retainer you reduce the valve train weight by 38 grams, that's like taking the weight of a 8 pound bowling ball off the engines shoulder every minute.


Performance Parts M117/M116/M110-high-performance-upgrades-6.jpg

Package includes Ti Retainers, High Performance Beehive Springs, Spring Locators and shim kit for proper installation. $975.00
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post #2 of 20 (permalink) Old 02-04-2012, 08:20 PM
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These components will significantly enhance the performance for the following engine platforms.
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By replacing the very heavy OEM spring retainer with my Titanium spring retainer along with this evolutionary Beehive design valve spring your engine will run like it's on racing fuel. Quicker throttle response, more torque and horsepower, improved fuel mileage are just some of the benefits these components provide.

Can you post actual dyno data and fuel consumption data to support your claims?

Last edited by aboynton; 02-04-2012 at 08:29 PM.
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post #3 of 20 (permalink) Old 02-04-2012, 09:39 PM Thread Starter
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Case Studies Prevail

Empirical data to follow, my insinuations are base on sound theoretical physics. Every major performance manufacturer in the motorsports world employees the principle of reducing component weight when exposed to the elements of inertia. If you have evidence to the contrary, I'm all ears.

Do a search based on the simple query of lightening the valve train and a flood of information will be at your fingertips.

The question is not if, but how much! I have designed and assembled a group of components of world class quality, that, I am certain of, thank you for your comments and concerns.
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post #4 of 20 (permalink) Old 02-04-2012, 10:50 PM
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Empirical data to follow, my insinuations are base on sound theoretical physics. Every major performance manufacturer in the motorsports world employees the principle of reducing component weight when exposed to the elements of inertia. If you have evidence to the contrary, I'm all ears.

Do a search based on the simple query of lightening the valve train and a flood of information will be at your fingertips.

The question is not if, but how much! I have designed and assembled a group of components of world class quality, that, I am certain of, thank you for your comments and concerns.
I would not disagree that, in theory, your modifications make sense. My inquiry was not a criticism, it was a serious question. Performance products for M116/117 are few and far between and your products will be well-received if marketed correctly.

If you are making claims of improved performance and better gas mileage, you need to be able to support them with actual statistics.

How is a prospective buyer to evaluate your product? For instance, if your modifications produce an extra 15 horsepower on an M117.961 engine I might be interested. If it's 2 HP, maybe not. A vague claim of performance improvement won't sell most people. The question is...how much will it improve their performance?

Perhaps some people are willing to buy performance parts based upon theory alone. But, I think most want to -know- what kind of extra performance they will get for their money. After all, the cost of your product is the smallest expense with this type of upgrade. Labor to install will be 2-3x the cost of the parts.

Best wishes on bringing your product to market. There is a space for it.
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post #5 of 20 (permalink) Old 02-05-2012, 09:25 AM Thread Starter
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Points well taken

With the birth of these new performance bits my excitement may have preceded the necessity for the summary data essential to laymen and experts alike. We will proceed expedituoisly to the dyno room and substantiate our performance expectation for all to review. Thank you for your thoughtful remarks and I hope you are pleased enough to consider these performance upgrades for your favorite MBZ hot rod. This is only the beginning .......................

PS; One thing you mentioned was the labor cost, this is where I find these specific upgrades to be extremely cost effective. The installation for this kit is approximately 6 hours at labor rates of $75/hr for a total of $450.00. The removal and replacement of these components can often be done by the DIYer. The only tool not typically found in home shop is the spring compressor. I am planning on supplying this tool as a rental for those who want to do this R&R themselves. The good thing about the R&R is that the valve stem seals get replaced with the swap and that's a good service maintenance item to perform. Your comments and suggestion are warmly welcome. Tomson

Last edited by Tomson; 02-05-2012 at 09:40 AM.
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post #6 of 20 (permalink) Old 02-05-2012, 11:37 AM
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aboynton has some good points. I understand the difficulty in testing the products. However, you might be able to run some simple calculations based on the physics. Just how much energy does it take to move those valves up and down? How much for stock components, and how much for yours. The difference would be a theoretical power gain.

I would imagine the power gain from the springs would be very hard to measure. Any links to external pages with methods to do these calculations would certainly be interesting.

Any plans to grind some AMG-shaped cams?
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post #7 of 20 (permalink) Old 02-05-2012, 02:23 PM Thread Starter
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We're post theory

Fonzi,

For every gram of weight reduction in the valve train you can expect 35-40 more RPMs. This kit reduces valve train weight by 38 grams.

When we run the before and after dynos this is what I expect, torque to be greater and continue into the higher rpm range, horsepower to be higher and continue into the higher rpm range. 500-700 more rpm production in both categories. Valve bounce is the enemy and the weight and design of the OEM components is the cause.

The Comp Cam you tube shows the rebounding valve spring which in turn allows the valve to unseat aka bounce, and that's all folks, dyno drops off like this test run(Trooper6 Tri-Y). We will control these defects all the way to the rev limiter.

Name:  Trooper6 TRI-Y dyno.jpg
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Cams are in the works, like I said this is just the beginning.

Last edited by Tomson; 02-05-2012 at 02:25 PM.
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post #8 of 20 (permalink) Old 02-05-2012, 04:28 PM
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Looking at that high-speed video, I would think that if the springs were producing constantly linear pressure at all times in keeping the valve train together, strain and wear on the other parts would probably be lessened also. Actually, when you look at a valve train system, it's fairly amazing that it works many billions of times during an engine's life. I suspect that the bigger, measurable benefits are at the upper end of the RPM range, which it might be possible to extend. But without some serious engineering time and some fairly cool equipment, the only way to find out how far that might be would be "the hard way"!

The "brute force" way of doing this - stiffer springs - probably would be a bad idea on an MB engine of this era, for a lot of reasons.

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post #9 of 20 (permalink) Old 02-06-2012, 11:50 PM Thread Starter
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The Progressive Beehive

The beauty of the Beehive spring design is that at rest or with the valve closed the seat pressure is very close to the seat pressure of the OEM spring. It's not until the spring begins to compress that we see the benefits of this design. Beehive springs are progressive in their loading rates, cylindrical springs are linear. As the Beehive reaches the valve open position it smoothly returns the valve to it's seat with the center portion of the spring doing it's job of minimizing the harmonics and the damaging affect there of.

The result is the best of both worlds, reasonable seat pressure, firm and stable, to control valve bounce. The other benefit is the small end of the Beehive spring reduces the weight of both the spring and the retainer. Inertia is the devil destroyer, we can defeat this devil by reducing the weight of that inertia.
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post #10 of 20 (permalink) Old 02-07-2012, 08:54 AM
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Your ideas are intriguing to me and I wish to subscribe to your newsletter.

But seriously I'm interested in learning more about these enhancements. To me, anything that can make an engine work more efficient is worth investigating.
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