just wondering....
05-12-2007, 05:53 PM
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just wondering.... is it true that the MS4 really has a more "usable" powerband than the MS3?
If so, why?
When I say "useable" I mean for the street...
Thanks
E
If so, why?
When I say "useable" I mean for the street...
Thanks
E
05-12-2007, 06:14 PM
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Just look at the valve events and see. I know the MS3's valve events aren't very impressive, and my buddy's dyno numbers backed that up. I haven't seen consistent MS4 numbers on dynos outside of TSP's. I'd love to see some independent results. With heads that can flow at the higher lift, of course, so that it isn't pointless to use the high lift lobes.
05-12-2007, 09:56 PM
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Originally Posted by erikthegoalie
is it true that the MS4 really has a more "usable" powerband than the MS3?
If so, why?
When I say "useable" I mean for the street...
Thanks
E
If so, why?
When I say "useable" I mean for the street...
Thanks
E
05-13-2007, 01:13 AM
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Originally Posted by Jbmoney21
I would say no as you have to rev it higher to see the true power from it. Going by you saying for the street
But even with that being said, why does revving it high have anything to do with the street? All these guys act like their cars won't downshift. It's absolutely stupid. Do they all run a 2.42 gear and never downshift or something?
05-13-2007, 01:19 AM
#5
Originally Posted by LS1rulz
You do? I mean, a local buddy with TSP LS6 heads and the MS3 made 430rwhp, but only like 370ft/lbs of torque. That's not much. If the MS4 is worse than that, then the advertising on it is all backward since it is advertised as having more power under the curve.
But even with that being said, why does revving it high have anything to do with the street? All these guys act like their cars won't downshift. It's absolutely stupid. Do they all run a 2.42 gear and never downshift or something?
But even with that being said, why does revving it high have anything to do with the street? All these guys act like their cars won't downshift. It's absolutely stupid. Do they all run a 2.42 gear and never downshift or something?
05-13-2007, 01:22 AM
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Between that range, I still have more than enough torque to pull and pass 99% of the cars we'll be seeing during daily driving. So that argument is invalid. But in defense of that argument, on the other hand, I have something other than an MS3/4.
05-13-2007, 08:51 AM
#7
Because the MS4 has an earlier intake valve closing point (for more dynamic compression), more duration at .200, more lift, later exhaust valve opening point (allows longer power stroke and builds more torque).
If you put the MS3 on a 111LSA and advanced it +3, it would be very close to matching the MS4 in power and torque.
If you put the MS3 on a 111LSA and advanced it +3, it would be very close to matching the MS4 in power and torque.
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2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2018 Cadillac Escalade 6.2L A10 Pat G tuned.
LS1,LS2,LS3,LS7,LT1 Custom Camshaft Specialist For custom camshaft help press here.
Custom LSX tuning in person or via email press here.