Just ordered my MS4 on a 110+4
04-16-2007, 02:59 PM
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Just ordered my MS4 on a 110+4 I just placed an order for the Ms4 cam custom ground on a 110lsa with 4 degrees advance ground in. Also just threw on a fast 90/90 rails and 42lb injectors and true duals. Just have to get it and throw it in. Went 411rwhp on a mustang dyno with 231/237 cam, patriot heads, catback, and ls6 intake. Should get some pretty good gains.
04-16-2007, 03:05 PM
#2
That's going to be a great cam. Good call on the 110LSA +4. 
Too bad that cam won't fit without flycut pistons. Post up once you have results.
Too bad that cam won't fit without flycut pistons. Post up once you have results.
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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
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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.
04-16-2007, 05:18 PM
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I know ive got some diamond pistons with -2cc valve reliefs with a stock graphite gasket which i think is around .060'' so it should fit with some room left over. I still have the patriot dual gold springs good to .650'' lift which have around 5,000 miles on my old 231/237 xe lobed cam. Do you think i should replace the springs or oculd i get away with the current ones for a couple thousand miles???
04-17-2007, 06:59 AM
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I know that both patriot and prc have some springs wth more pressure that are a better choice for the lsk lobes. If i chose one of those sets would i still have to shim them or would the pressures be fine how they are. Or could i just shim my current springs to get some more pressure out of them. I have read about people using their patriot gold dual springs and just shimming them .050''.
Last edited by Jefro6996; 04-17-2007 at 07:17 AM.
04-17-2007, 09:49 AM
#6
Shimming the springs you have to .050" of coil bind will hold you over until you're ready for some Patriot Extreme duals or AFR 8019s (same spring).
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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.
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.
04-17-2007, 12:44 PM
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Is this going on those 5.3L heads?
I was discussing the MS4 with a friend a few days ago. There aren't many heads that flow above about .620, so not many can take advantage of the cam's higher lift. Do those heads flow that well at that high lift?
I was discussing the MS4 with a friend a few days ago. There aren't many heads that flow above about .620, so not many can take advantage of the cam's higher lift. Do those heads flow that well at that high lift?
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04-17-2007, 06:17 PM
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I think i might just go with the springs that are more set up for the lsk lobes of the cam. Hopefully i can sell the cam with the current patriot gold springs and offset the cost of the new springs. Will the prc springs that have more pressure still need to be shimmed? What do you think i will gain from the ms4, fast 90/90 and the true duals over the 231/237 and ls6 intake.
04-17-2007, 09:04 PM
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Originally Posted by Patrick G
That's going to be a great cam. Good call on the 110LSA +4. Too bad that cam won't fit without flycut pistons. Post up once you have results.
Too bad that cam won't fit without flycut pistons. Post up once you have results.
04-18-2007, 08:45 AM
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^ i don't think thats right
maybe one of the cam gurus could correct me if i'm wrong... having a closer LSA will push the power band up (which is the reason nascar for example runs 106 LSA cams in their cars, because they don't need low end torque). also i thought that advancing the cam would help the motor make more power at higher RPMs, because i know that retarding a camshaft in addition to possibly making the motor run hotter will help it produce more torque.
maybe one of the cam gurus could correct me if i'm wrong... having a closer LSA will push the power band up (which is the reason nascar for example runs 106 LSA cams in their cars, because they don't need low end torque). also i thought that advancing the cam would help the motor make more power at higher RPMs, because i know that retarding a camshaft in addition to possibly making the motor run hotter will help it produce more torque.
04-18-2007, 08:55 AM
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Originally Posted by 2000TransAmWS6
^ i don't think thats right
maybe one of the cam gurus could correct me if i'm wrong... having a closer LSA will push the power band up (which is the reason nascar for example runs 106 LSA cams in their cars, because they don't need low end torque). also i thought that advancing the cam would help the motor make more power at higher RPMs, because i know that retarding a camshaft in addition to possibly making the motor run hotter will help it produce more torque.
maybe one of the cam gurus could correct me if i'm wrong... having a closer LSA will push the power band up (which is the reason nascar for example runs 106 LSA cams in their cars, because they don't need low end torque). also i thought that advancing the cam would help the motor make more power at higher RPMs, because i know that retarding a camshaft in addition to possibly making the motor run hotter will help it produce more torque.
04-18-2007, 09:40 AM
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Originally Posted by WS6RED2002TA
It is the exact opposite. Advancing the cam makes the VE happen sooner. If you advance the cam then you get better low to mid range however peek power also happen sooner. I you retard the cam everything happens later which will move the power band later. The lower the LSA helps fill the cylinders in the beganing of the stroke. But how tight of an lsa depends on many variables ie compression, valve size, displacement, cylinder head flow, just to name a few.
04-18-2007, 09:54 AM
#18
Originally Posted by WS6RED2002TA
It is the exact opposite. Advancing the cam makes the VE happen sooner. If you advance the cam then you get better low to mid range however peek power also happen sooner. I you retard the cam everything happens later which will move the power band later. The lower the LSA helps fill the cylinders in the beganing of the stroke. But how tight of an lsa depends on many variables ie compression, valve size, displacement, cylinder head flow, just to name a few.
...other poster has it backwards...
04-18-2007, 10:02 AM
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Originally Posted by LS1rulz
Is this going on those 5.3L heads?
I was discussing the MS4 with a friend a few days ago. There aren't many heads that flow above about .620, so not many can take advantage of the cam's higher lift. Do those heads flow that well at that high lift?
I was discussing the MS4 with a friend a few days ago. There aren't many heads that flow above about .620, so not many can take advantage of the cam's higher lift. Do those heads flow that well at that high lift?
04-18-2007, 10:20 AM
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Originally Posted by WS6RED2002TA
It is the exact opposite. Advancing the cam makes the VE happen sooner. If you advance the cam then you get better low to mid range however peek power also happen sooner. I you retard the cam everything happens later which will move the power band later. The lower the LSA helps fill the cylinders in the beganing of the stroke. But how tight of an lsa depends on many variables ie compression, valve size, displacement, cylinder head flow, just to name a few.
http://compcams.com/Community/Articl...?ID=1726205736
reading this article again this morning helps me understand alittle better, its not so much the separation between the centerlines of the intake and exhaust that affects where the power comes on, it has more to do with the intake closing point (pg 58, last paragraph). is that right?