Prc 225 ms4 cam package
The OP may be happy with the inital numbers, but he won't be very happy when his valve train likely fails prematurely or in a relatively short matter of time and has to replace parts all over again. It happened to me within 3000 miles, along with many others, with basically the same setup. Will NEVER use LSK lobes for a street car again, it's simply and proven to be a bad choice. Any good cam guru will agree, heck even Comp Cams agrees and they make the MS4.
Doesn't need to be a daily. Is it mainly a street car? If yes then sorry, the MS4 cam is not a very good choice cam. Ask any other reputable cam vendor on this site besides TSP. Its not a bad cam, but its the particular lobes the MS4 uses which makes it not a good choice cam for a street car, weather it be a daily driver or a weekend warrior. The LSK lobes the MS4 cam has will basically "beat the ****" out of your valve train in other words. Its extremely aggressive on valve train components. A couple things, stock rocker arms do NOT work well with the .649 lift and the extreme ramp rate of the LSK lobe will cause the valve train it looks like you'll be using to become unstable. If you don't care at all about the longevity of your engine components, then by all means get it.
There are much better cams out there for a street car. Why not face it and re-think the possibilities. Just trying to help ya out in the long run.
There are much better cams out there for a street car. Why not face it and re-think the possibilities. Just trying to help ya out in the long run.
Last edited by R6cowboy; May 3, 2013 at 11:52 AM.
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Verdad Gallardo Doesn't need to be a daily. Is it mainly a street car? If yes then sorry, the MS4 cam is not a very good choice cam. Ask any other reputable cam vendor on this site besides TSP. Its not a bad cam, but its the particular lobes the MS4 uses which makes it not a good choice cam for a street car, weather it be a daily driver or a weekend warrior. The LSK lobes the MS4 cam has will basically "beat the ****" out of your valve train in other words. Its extremely aggressive on valve train components. A couple things, stock rocker arms do NOT work well with the .649 lift and the extreme ramp rate of the LSK lobe will cause the valve train it looks like you'll be using to become unstable. If you don't care at all about the longevity of your engine components, then by all means get it.
There are much better cams out there for a street car. Why not face it and re-think the possibilities. Just trying to help ya out in the long run.
There are much better cams out there for a street car. Why not face it and re-think the possibilities. Just trying to help ya out in the long run.
When I first got into the LSx game, I spoke with TSP and took their advice and recommendation for heads, cam, valve train, etc for a 100% street car, which I indeed told them it was. Even though the car made good power I was very happy with, the cam (which had a LSK intake lobe) & valve train turned out to be a very poor combo for a street car expecting to get decent longevity out of the motor, after the valve train failed within 3000 miles of the entire top end of the motor being brand new. Learned this from talking to a few other LSx cam & valve train specialists/gurus.
Depends what they want exactly. Of course almost everyone wants as much power as possible. But do they want it with reliable longevity from the engine? If the answer is yes, then a cam with very aggressive lobes like the LSK lobe on the MS4 is not a good choice. I recommend talking to not just one or two, but a few well known LSx cam specialists first. There are quite a few on this site of course.
When I first got into the LSx game, I spoke with TSP and took their advice and recommendation for heads, cam, valve train, etc for a 100% street car, which I indeed told them it was. Even though the car made good power I was very happy with, the cam (which had a LSK intake lobe) & valve train turned out to be a very poor combo for a street car expecting to get decent longevity out of the motor, after the valve train failed within 3000 miles of the entire top end of the motor being brand new. Learned this from talking to a few other LSx cam & valve train specialists/gurus.
When I first got into the LSx game, I spoke with TSP and took their advice and recommendation for heads, cam, valve train, etc for a 100% street car, which I indeed told them it was. Even though the car made good power I was very happy with, the cam (which had a LSK intake lobe) & valve train turned out to be a very poor combo for a street car expecting to get decent longevity out of the motor, after the valve train failed within 3000 miles of the entire top end of the motor being brand new. Learned this from talking to a few other LSx cam & valve train specialists/gurus.
Thanks ill keep researching the cam . I have 2 months before I get my harness from current performance I have Sanderson 1-5/8 mid length , weind 300-111 intake , 3600 stall , 373 in a Sonoma , also electric water pump alternator only . No power steering , ac or water pump dragging into my hp . Am interested in 5.3 heads with port job . Thanks again !
If I were going with a bigger cam than I have now (and it might be my next cam) I'd look at the EPS 234/246 .602"/.607" 111+3 LSA.
Big cams make power because of overlap. That one has 18 degrees - same as the MS4. So powerwise, they'd be pretty similar. But it has an earlier intake closing point, so it'll make a ton of mid-range torque - moreso than the MS4 and will need less compression to do it. The later exhaust closing will allow it to carry the power well past peak - probably as late if not later than the MS4. So it would make for a cam that makes big power everywhere. It also uses endurance types lobes that won't destroy your valvetrain.
Big cams make power because of overlap. That one has 18 degrees - same as the MS4. So powerwise, they'd be pretty similar. But it has an earlier intake closing point, so it'll make a ton of mid-range torque - moreso than the MS4 and will need less compression to do it. The later exhaust closing will allow it to carry the power well past peak - probably as late if not later than the MS4. So it would make for a cam that makes big power everywhere. It also uses endurance types lobes that won't destroy your valvetrain.
I have a 235/242 .621"/.592" 111+3 that was just tested on two different C5 Z06 Corvettes, both with stock LS6 heads and LS6 intake. One made 450 rwhp on a Mustang dyno and the other made 460 rwhp on a Dynojet. I can try to post a dyno sheet if I get a chance. One supposedly runs at 1200 rpm in 6th gear, so it must have some stellar tuning.
I have a 235/242 .621"/.592" 111+3 that was just tested on two different C5 Z06 Corvettes, both with stock LS6 heads and LS6 intake. One made 450 rwhp on a Mustang dyno and the other made 460 rwhp on a Dynojet. I can try to post a dyno sheet if I get a chance. One supposedly runs at 1200 rpm in 6th gear, so it must have some stellar tuning.
If I were going with a bigger cam than I have now (and it might be my next cam) I'd look at the EPS 234/246 .602"/.607" 111+3 LSA.
Big cams make power because of overlap. That one has 18 degrees - same as the MS4. So powerwise, they'd be pretty similar. But it has an earlier intake closing point, so it'll make a ton of mid-range torque - moreso than the MS4 and will need less compression to do it. The later exhaust closing will allow it to carry the power well past peak - probably as late if not later than the MS4. So it would make for a cam that makes big power everywhere. It also uses endurance types lobes that won't destroy your valvetrain.
Big cams make power because of overlap. That one has 18 degrees - same as the MS4. So powerwise, they'd be pretty similar. But it has an earlier intake closing point, so it'll make a ton of mid-range torque - moreso than the MS4 and will need less compression to do it. The later exhaust closing will allow it to carry the power well past peak - probably as late if not later than the MS4. So it would make for a cam that makes big power everywhere. It also uses endurance types lobes that won't destroy your valvetrain.
I have a 235/242 .621"/.592" 111+3 that was just tested on two different C5 Z06 Corvettes, both with stock LS6 heads and LS6 intake. One made 450 rwhp on a Mustang dyno and the other made 460 rwhp on a Dynojet. I can try to post a dyno sheet if I get a chance. One supposedly runs at 1200 rpm in 6th gear, so it must have some stellar tuning.