M156 v. M157 Catch Can Development
It is to no secret that these two have very tight knit beginnings. The M156, being a high compression engine spews out larger aerosol particle sizes for blow-by. Alternatively, the M157, in stock form, must to deal with forced induction in much lower displacements (5.5L vs 6.2L).
The M157 stock, has a centrifuge (in cylinder head, Bank 1) that allows for the larger aerosol particles to be slung and collected for recirculation within the crank. The M157 also implements a two stage crankcase ventilation system, a low and high idle controller. In cylinder head-Bank 2, houses the low idle vent. From the M157 study, the inline systems picked up tar-like contaminants (barely at that!) only in the walls of the prototype M156-variant catch can. In effect, the M157 system is thoroughly efficient at getting rid of blow-by!
What does this residue look like? CLICK
BUT! Owners continued to suspect that carbon clean up was still a necessary requirement for their M157 heads! Inspecting further, their suspicions were confirmed as M157 inlet tracts accumulated the same tar build up we had found in all of the walls leading up to the intake valves! See sample below!
Picture courtesy of Chest Rockwell post #8 on MBWorld,of his 2015 E63S with 86k miles.
This carbon must be attended to! The redesign of the baffles followed! Further added into our catch can housing was a dynamic trap that allowed movement of air while preventing decreased flow caused by condensate frost build up prominent in our especially cold and long winter months!
M157 catch cans are maintained every 10,000 kilometers+.
We must solidify AMG’s presence now and for the future!
M157 DCCS/K are maintained every 10,000 kilometers+.
Development M157 catch can.
