here you go this if from a guy named
[email protected], he answered your question in another furum. Here is the link if you want to read that whole thread.
Cam phaser -vs- lockout and degreeing R&D info...Anyone - Page 5 - ModularFords.com
Here are his comments.
Sorry for not getting in on this sooner with some info. I have been very busy at the shop.
Anyways, as stated in some previous posts its important to keep in mind the difference between crankshaft degrees and camshaft degrees since they are different and that is a point of confusion for many people.
The initital purpose of these lockouts was for nothing more than to eliminate the problems that we had seen with the stock phaser when used in conjunction with aftermarket springs and cam profiles. After numerous tests were completed, we found that in most cases the chance of the phaser failing at some point in time were very high when aftermarket spring pressures were used. As a previous poster explained, the cam phaser operates directly off oil pressure acting on a series of plates. This pressure is fed to either side of these inner plates or vanes and this is what controls the internal rotation of the gear independent from the outer cam gear. The only easy way to make the phaser work better in these situations where higher load capabilites are required is to up the oil pressure. The problem is that the system and solenoid that controls this is not designed to handle higher than factory pressures and still work correctly. The system has enough problems on its own in stock form. This is evident by the Ford TSBs that relate to it and the constant revisions of phasers from Ford.
The first phasers that came on a lot of 2005 cars were suffix number DA, these were subsequently followed by revisions EA, FA, GA and finally HA which is the current revised part if memory serves me. This phaser has had issues from the first cars that rolled off the line, and still even today we will get a bone stock car that has issues with the phasers making noise.
The real intent of the lockout is to eliminate any of these possible issues. It was not originally intended for power gains. In most cases a lot of the aftermarket cam profiles require a stiffer spring. Based on this, it seems apparent that without some modification to the phasers or switching to a fixed or adjustable gear that issues will arise. We offer the lockouts in two different versions because we have seen in some testing that higher hp cars that make more power with a slight bit of retard going on. In most cases though, as with any changes in cam timing the results tend to depend on the specific combination instead of one generalized rule.
We have gone with the standard lockout for about 98% of applications and always had good results. The increase in throttle response is also noticalbe and is a nice side effect. But again the purpose of the lockouts is not as much a power related issue as it is a durability related one. Like previous posters have listed, there can be disasterous results in certain applications when the phasers are left as stock. We have seen this ourselves as well. Usually this will start off as a noise which gets progressivly worse. After a while if left unchecked this can result of failure of the phaser and corresponding engine damage. This is why we made these lockouts. They were a simple solution to a problem that we and others were having with the phasers.
As far as where to degree cams in when using the lockouts that would be something that I would get with the specific maker of the camshaft for. Whatever they tell you is probably where you ought to start out at.
I am not sure if this info helped anybody or not. I can always answer specific questions if needed just let me know and I will do what I can to help.
Thanks
Mike
Perhaps they will before I get the cash saved up, if not I might be after a Kenne Belle and some suspension mods.
